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At least 433 records · Page 24
All sourcesNASA NTRSDOE OSTI
NASA NTRS1996

Thrust Vectoring on the NASA F-18 High Alpha Research Vehicle

Investigations into a multiaxis thrust-vectoring system have been conducted on an F-18 configuration. These investigations include ground-based scale-model tests, ground-based full-scale testing, and flight testing. This thrust-vectoring system has been tested on the NASA F-18 High Alpha Research Vehicle (HARV). The system provides thrust vectoring in pitch and yaw axes. Ground-based subscale test data have been gathered as background to the flight phase of the program. Tests investigated aerodynamic interaction and vane control effectiveness. The ground-based full-scale data were gathered from static engine runs with image analysis to determine relative thrust-vectoring effectiveness. Flight tests have been conducted at the NASA Dryden Flight Research Center. Parameter identification input techniques have been developed. Individual vanes were not directly controlled because of a mixer-predictor function built into the flight control laws. Combined effects of the vanes have been measured in flight and compared to combined effects of the vanes as predicted by the cold-jet test data. Very good agreement has been found in the linearized effectiveness derivatives.

Bowers, Albion H.↗
NASA NTRS1995

Multiaxis Thrust-Vectoring Characteristics of a Model Representative of the F-18 High-Alpha Research Vehicle at Angles of Attack From 0 deg to 70 deg

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine the multiaxis thrust-vectoring characteristics of the F-18 High-Alpha Research Vehicle (HARV). A wingtip supported, partially metric, 0.10-scale jet-effects model of an F-18 prototype aircraft was modified with hardware to simulate the thrust-vectoring control system of the HARV. Testing was conducted at free-stream Mach numbers ranging from 0.30 to 0.70, at angles of attack from O' to 70', and at nozzle pressure ratios from 1.0 to approximately 5.0. Results indicate that the thrust-vectoring control system of the HARV can successfully generate multiaxis thrust-vectoring forces and moments. During vectoring, resultant thrust vector angles were always less than the corresponding geometric vane deflection angle and were accompanied by large thrust losses. Significant external flow effects that were dependent on Mach number and angle of attack were noted during vectoring operation. Comparisons of the aerodynamic and propulsive control capabilities of the HARV configuration indicate that substantial gains in controllability are provided by the multiaxis thrust-vectoring control system.

Asbury, Scott C.↗
NASA NTRS1996

An Overview of the NASA F-18 High Alpha Research Vehicle

This paper gives an overview of the NASA F-18 High Alpha Research Vehicle. The three flight phases of the program are introduced, along with the specific goals and data examples taken during each phase. The aircraft configuration and systems needed to perform the disciplinary and inter-disciplinary research are discussed. The specific disciplines involved with the flight research are introduced, including aerodynamics, controls, propulsion, systems, and structures. Decisions that were made early in the planning of the aircraft project and the results of those decisions are briefly discussed. Each of the three flight phases corresponds to a particular aircraft configuration, and the research dictated the configuration to be flown. The first phase gathered data with the baseline F-18 configuration. The second phase was the thrust-vectoring phase. The third phase used a modified forebody with deployable nose strakes. Aircraft systems supporting these flights included extensive instrumentation systems, integrated research flight controls using flight control hardware and corresponding software, analog interface boxes to control forebody strakes, a thrust-vectoring system using external post-exit vanes around axisymmetric nozzles, a forebody vortex control system with strakes, and backup systems using battery-powered emergency systems and a spin recovery parachute.

Bowers, Albion H.↗
NASA NTRS1996

F-15B/Flight Test Fixture 2: A Test Bed for Flight Research

NASA Dryden Flight Research Center has developed a second-generation flight test fixture for use as a generic test bed for aerodynamic and fluid mechanics research. The Flight Test Fixture 2 (FTF-2) is a low-aspect-ratio vertical fin-like shape that is mounted on the centerline of the F-I5B lower fuselage. The fixture is designed for flight research at Mach numbers to a maximum of 2.0. The FTF-2 is a composite structure with a modular configuration and removable components for functional flexibility. This report documents the flow environment of the fixture, such as surface pressure distributions and boundary-layer profiles, throughout a matrix of conditions within the F-15B/FTF-2 flight envelope. Environmental conditions within the fixture are presented to assist in the design and testing of future avionics and instrumentation. The intent of this document is to serve as a user's guide and assist in the development of future flight experiments that use the FTF-2 as a test bed. Additional information enclosed in the appendices has been included to assist with more detailed analyses, if required.

David M Richwine↗
NASA NTRS1997

Performance of an Electro-Hydrostatic Actuator on the F-18 Systems Research Aircraft

An electro-hydrostatic actuator was evaluated at NASA Dryden Flight Research Center, Edwards, California. The primary goal of testing this actuator system was the flight demonstration of power-by-wire technology on a primary flight control surface. The electro-hydrostatic actuator uses an electric motor to drive a hydraulic pump and relies on local hydraulics for force transmission. This actuator replaced the F-18 standard left aileron actuator on the F-18 Systems Research Aircraft and was evaluated throughout the Systems Research Aircraft flight envelope. As of July 24, 1997 the electro-hydrostatic actuator had accumulated 23.5 hours of flight time. This paper presents the electro-hydrostatic actuator system configuration and component description, ground and flight test plans, ground and flight test results, and lessons learned. This actuator performs as well as the standard actuator and has more load capability than required by aileron actuator specifications of McDonnell- Douglas Aircraft, St. Louis, Missouri. The electro-hydrostatic actuator system passed all of its ground tests with the exception of one power-off test during unloaded dynamic cycling.

Robert Navarro↗
NASA NTRS1997

Kinetics of the Reactions of F((sup 2)P) and Cl((sup 2)P) with HNO3

The kinetics of the reactions of HNO3 with fluorine (k(sub 1)) and Chlorine (k(sub 2)) atoms have been studied by using a time-resolved long-path laser absorption technique to monitor the appearance of product NO3 radicals following 351-nm pulsed laser photolysis of X2/HNO3/He mixtures (X = F,Cl). Absolute rate coefficients for the F((sup 2)P) + HNO reaction have been determined over the temperature range 260-373 K. Between 260 and 320 K, the data are adequately represented by the Arrhenius expression k(sub 1)(T) = (6.0 +/- 2.6) x 10(exp -12) exp[(40 +/- 120)/T]cu cm/(molecule.s). Between 335 and 373 K, the rate coefficient is found to be (2.0 +/- 0.3) x 10(exp -11)cu cm/(molecule.s) independent of temperature. The observed temperature dependence suggests that reaction proceeds via competing direct abstraction and complex pathways. No NO3 production was observed in the experiments with X equals Cl, thus establishing that k(sub 2)(298 K) is less than 2 x 10(exp -16) cu cm/(molecule.s). The Cl((sup 2)P) + HNO reaction was also investigated by using a pulsed laser photolysis-resonance fluorescence technique to monitor the decay of Cl((sup 2)P). Upper limit values for k(sub 2) obtained from these experiments, in units of 10(exp -16)cu cm/(molecule.s), are 13 at 298 K and 10 at 400 K.

Wine, P. H.↗
NASA NTRS1960

The Hot-Pressing of Hafnium Carbide (Melting Point, 7030 F)

An investigation was undertaken to determine the effects of the hot-pressing variables (temperature, pressure, and time) on the density and grain size of hafnium carbide disks. The purpose was to provide information necessary for the production of high-density test shapes for the determination of physical and mechanical properties. Hot-pressing of -325 mesh hafnium carbide powder was accomplished with a hydraulic press and an inductively heated graphite die assembly. The ranges investigated for each variable were as follows: temperature, 3500 to 4870 F; pressure, 1000 to 6030 pounds per square inch; and time, 5 to 60 minutes. Hafnium carbide bodies of approximately 98 percent theoretical density can be produced under the following minimal conditions: 4230 F, 3500 pounds per square inch, and 15 minutes. Further increases in temperature and time resulted only in greater grain size.

Sanders, William A.↗
NASA NTRS1959

Free-Spinning-Tunnel Investigation of a 1/40-Scale Model of the McConnell F-101A Airplane

An investigation has been made in the Langley 20-foot free-spinning tunnel of a 1/40-scale model of the McDonnell F-101A airplane to alleviate the unfavorable spinning characteristics encountered with the airplane. The model results indicate that a suitable strake extended on the inboard side of the nose of the airplane (right side in a right spin) in conjunction with the use of optimum control recovery technique will terminate spin rotation of the airplane. It may be difficult to recover from subsequent high angle-of-attack trimmed flight attitudes even by forward stick movement. The optimum spin-recovery control technique for the McDonnell F-101A is simultaneous full rudder reversal to against the spin and aileron movement to full with the spin (stick full right in a right erect spin) and forward movement of the stick immediately after rotation stops.

Bowman, James S., Jr.↗
NASA NTRS1994

Flight Research Using F100 Engine P680063 in the NASA F-15 Airplane

The value of flight research in developing and evaluating gas turbine engines is high. NASA Dryden Flight Research Center has been conducting flight research on propulsion systems for many years. The F100 engine has been tested in the NASA F-15 research airplane in the last three decades. One engine in particular, S/N P680063, has been used for the entire program and has been flown in many pioneering propulsion flight research activities. Included are detailed flight-to-ground facility tests; tests of the first production digital engine control system, the first active stall margin control system, the first performance-seeking control system; and the first use of computer-controlled engine thrust for emergency flight control. The flight research has been supplemented with altitude facility tests at key times. This paper presents a review of the tests of engine P680063, the F-15 airplanes in which it flew, and the role of the flight test in maturing propulsion technology.

Burcham, Frank W., Jr.↗
NASA NTRS1999

Low-Speed Aerodynamic Data for an 0.18-Scale Model of an F-16XL with Various Leading-Edge Modifications

Using the F-16XL as a test-bed, two strategies for improving the low-speed flying characteristics that had minimal impact on high-speed performance were evaluated. In addition to the basic F-16XL configuration several modifications to the baseline configuration were tested in the Langley 30- X 60-Foot Tunnel: 1) the notched area at the wing leading edge and fuselage juncture was removed resulting in a continuous 70 deg leading-edge sweep on the inboard portion of the wing; 2) an integral attached-flow leading-edge flap concept was added to the continuous leading edge; and 3) a deployable vortex flap concept was added to the continuous leading edge. The purpose of this report is simply to document the test configurations, test conditions, and data obtained in this investigation for future reference and analysis. No analysis is presented herein and the data only appear in tabulated format.

Hahne, Daniel E.↗
NASA NTRS1995

A Coupled-Cluster Study of the Molecular Structure, Vibrational Spectrum, and Heats of Formation of XONO2 (X=H, F, Cl)

The equilibrium structures, harmonic vibrational frequencies, dipole moments, and IR intensities of nitric acid, fluorine nitrate, and chlorine nitrate have been investigated by using the singles and doubles coupled cluster method that also includes a perturbational estimate of the effects of connected triple excitations, CCSD(T). A standard triple-zeta double-polarized basis set was utilized. The equilibrium geometries and vibrational spectra of HONO2 and ClONO2 are shown to be in excellent agreement with the available experimental data. The ab initio vibrational spectrum of FONO2 is also shown to be in excellent agreement with experiment. Unlike the FOOF and FON molecules, but similar to the cis- and trans-FONO molecules, FONO2 is shown to possess normal bond distances. The bonding in FONO2 is shown to be more similar to that in ClONO2 than that in HONO2, although there are still significant differences, especially in the partial atomic charges as deduced from Mulliken populations. This causes FONO2 to possess almost no dipole moment, which is very different to both HONO2 and ClONO2. By using large atomic natural orbital basis sets, CCSD(T) energies are computed for four isodesmic reactions in order to determine an accurate heat of formation for FONO2. Our best estimate for DELTA H(raised circle) (sub f,298) is 3.1 plus or minus 2.0 kcal/mol, indicating that the F-ONO2 bond energy is 31.3 kcal/mol.

Lee, Timothy J.↗
NASA NTRS2000

Explosive Fracturing of an F-16 Canopy for Through-Canopy Crew Egress

Through-canopy crew egress, such as in the Harrier (AV-8B) aircraft, expands escape envelopes by reducing seat ejection delays in waiting for canopy jettison. Adverse aircraft attitude and reduced forward flight speed can further increase the times for canopy jettison. However, the advent of heavy, high-strength polycarbonate canopies for bird-strike resistance has not only increased jettison times, but has made seat penetration impossible. The goal of the effort described in this paper was to demonstrate a method of explosively fracturing the F-16 polycarbonate canopy to allow through-canopy crew ejection. The objectives of this effort were to: 1. Mount the explosive materials on the exterior of the canopy within the mold line, 2. Minimize visual obstructions, 3. Minimize internal debris on explosive activation, 4. Operate within less than 10 ms, 5. Maintain the shape of the canopy after functioning to prevent major pieces from entering the cockpit, and 6. Minimize the resistance of the canopy to seat penetration. All goals and objectives were met in a full-scale test demonstration. In addition to expanding crew escape envelopes, this canopy fracture approach offers the potential for reducing system complexity, weight and cost, while increasing overall reliability, compared to current canopy jettison approaches. To comply with International Traffic in Arms Regulations (ITAR) and permit public disclosure, this document addresses only the principles of explosive fracturing of the F-16 canopy materials and the end result. ITAR regulations restrict information on improving the performance of weapon systems. Therefore, details on the explosive loads and final assembly of this canopy fracture approach, necessary to assure functional performance, are not included.

Bement, Laurence J.↗
NASA NTRS1994

Computational Investigation of an F-18 Aircraft in the High-Alpha Regime

One of the goals of NASA's High Alpha Technology Program is to provide flight-validated design methods for the high-angle-of-attack regime. This is an integrated effort utilizing computational simulations, wind tunnel experiments, and flight tests using the F-18 High Alpha Research Vehicle (HARV). The dominant physics of the aircraft flows in the high alpha regime changes as the angle of attack is increased. At moderate angle of attack the flow is characterized by boundary layer separation and the formation of tight vortices. As the angle of attack is increased, these vortices break down producing unsteady wakes. With further increase in angle of attack, the, vortex breakdown moves progressively upstream until the entire flowfield becomes dominated by the unsteady wake. Previous computational work has demonstrated the ability to simulate flows about the F-18 HARV in the medium-to-high angle of attack range, where the flowfield is characterized by the vortex formation and subsequent breakdown. This paper extends the previous computations to include conditions of 45 degree angle of attack where the flowfield becomes dominated by the unsteady wake shed from the Leading Edge Extension (LEX), and regions of laminar and transitional flow appear on the fuselage forebody. A more complete surface geometry is utilized, which includes the features of the engine nacelle, inlet diffuser, and the boundary layer diverter duct. A volume grid sensitivity study was also performed to extend the accuracy of the results, most notably in the prediction of the LEX vortex breakdown position. This paper includes comparisons of computational results with both in-flight surface pressure measurements, and flow visualizations of the surface and off-surface particle trajectories.

Murman, Scott M.↗
NASA NTRS1994

A Coupled-Cluster Study of XON (X=H, F, Cl), and the XON (left and right arrow) XNO Transition States

The XON molecules (X=H, F, and Cl) have been studied using the singles and doubles coupled-cluster method that includes a perturbational estimate of the effects of connected triple excitations, CCSD(T), in conjunction with a double polarized triple-zeta basis set. The equilibrium geometries, dipole moments, harmonic vibrational frequencies and infrared intensities have been predicted. The X-O bond distance is shown to be abnormally long for X=F and Cl, and this is attributed to the degree of ionic bonding and the stability of NO(+). Based on Mulliken population analyses, it is shown that there is a significant degree of X(-), ON(+) ionic bonding character for FON and ClON, whereas for HON the ionic character is reduced and best described as H(+), NO(-). The stability of the XON molecule relative to the XNO isomer is shown to increase in the order HON<FON<ClON, although even ClON is 27.0 plus or minus 1.0 kcal/mol (0 K) less stable than ClNO. The XON (left and right arrow) XNO transition states are also investigated. FON and ClON possess the lowest barrier heights to isomerization (7.2 plus or minus 1.0 kcal/mol at 0 K), but these are sufficiently large to suggest that isomerization should not be rapid at low temperatures.

Lee, Timothy↗
NASA NTRS1997

Differentiating Between H and F or H and CN on C(III) or Si(III) Surfaces

A Sc tipped probe molecule yields a larger difference for the probe-H vs probe-F interaction energies than our previously studied, electron-rich pyridine (C5H5N) and (CH3)3PO probes. However, the electron-deficient Sc tipped probe does not eliminate the probe-nearest data neighbor interaction problem associated with the C(III) surface. The difference in the probe-H and probe-F interaction energies is smaller for Si(III) than C(III), making it more difficult to differentiate between these two atoms on Si(III). The larger lattice constant for Si(III) significantly reduces the data atom-data atom interaction energy as well as the probe-neighbor interaction energies. This means that the H/CN system which is not practical for C(III) due to the CN-CN repulsion, is possible for Si(III). The difference in the probe-H and probe-CN interaction energies is very large for the H/CN data storage system, making this the best system studied to date. This system could be used on C(III) if a hydrogen 'fence' is built around each data site, which corresponds to using only one quarter of the surface sites for data storage.

Bauschlicher, Charles W.↗
NASA NTRS2000

Piezoelectric Shunt Vibration Damping of F-15 Panel under High Acoustic Excitation

At last year's SPIE symposium, we reported results of an experiment on structural vibration damping of an F-15 underbelly panel using piezoelectric shunting with five bonded PZT transducers. The panel vibration was induced with an acoustic speaker at an overall sound pressure level (OASPL) of about 90 dB. Amplitude reductions of 13.45 and 10.72 dB were achieved for the first and second modes, respectively, using single- and multiple-mode shunting. It is the purpose of this investigation to extend the passive piezoelectric shunt-damping technique to control structural vibration induced at higher acoustic excitation levels, and to examine the controllability and survivability of the bonded PZT transducers at these high levels. The shunting experiment was performed with the Thermal Acoustic Fatigue Apparatus (TAFA) at the NASA Langley Research Center using the same F-15 underbelly panel. The TAFA is a progressive wave tube facility. The panel was mounted in one wall of the TAFA test section using a specially designed mounting fixture such that the panel was subjected to grazing-incidence acoustic excitation. Five PZT transducers were used with two shunt circuits designed to control the first and second modes of the structure between 200 and 400 Hz. We first determined the values of the shunt inductance and resistance at an OASPL of 130 dB. These values were maintained while we gradually increased the OASPL from 130 to 154 dB in 6-dB steps. During each increment, the frequency response function between accelerometers on the panel and the acoustic excitation measured by microphones, before and after shunting, were recorded. Good response reduction was observed up to the 148dB level. The experiment was stopped at 154 dB due to wire breakage from vibration at a transducer wire joint. The PZT transducers, however, were still bonded well on the panel and survived at this high dB level. We also observed shifting of the frequency peaks toward lower frequency when the OASPL was increased. Detailed experimental results will be presented.

Wu, Shu-Yau↗
NASA NTRS2004

Transonic Free-To-Roll Analysis of the F/A-18E and F-35 Configurations

The free-to-roll technique is used as a tool for predicting areas of uncommanded lateral motions. Recently, the NASA/Navy/Air Force Abrupt Wing Stall Program extended the use of this technique to the transonic speed regime. Using this technique, this paper evaluates various wing configurations on the pre-production F/A-18E aircraft and the Joint Strike Fighter (F-35) aircraft. The configurations investigated include leading and trailing edge flap deflections, fences, leading edge flap gap seals, and vortex generators. These tests were conducted in the NASA Langley 16-Foot Transonic Tunnel. The analysis used a modification of a figure-of-merit developed during the Abrupt Wing Stall Program to discern configuration effects. The results showed how the figure-of-merit can be used to schedule wing flap deflections to avoid areas of uncommanded lateral motion. The analysis also used both static and dynamic wind tunnel data to provide insight into the uncommanded lateral behavior. The dynamic data was extracted from the time history data using parameter identification techniques. In general, modifications to the pre-production F/A-18E resulted in shifts in angle-of-attack where uncommanded lateral activity occurred. Sealing the gap between the inboard and outboard leading-edge flaps on the Navy version of the F-35 eliminated uncommanded lateral activity or delayed the activity to a higher angle-of-attack.

Owens, D. Bruce↗