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At least 487 records · Page 27
All sourcesNASA NTRSDOE OSTI
NASA NTRS1922

Comparative performance with direct and geared engines

Comprehensive tests were made to compare the performance of the F-5-L Boat Seaplane fitted with direct drive and Liberty engines. Details are given on the test conditions. The conclusions of the comparison tests follow. 1) An F-5-L with geared engines takes off in approximately 90 percent of the time required for the same airplane with standard direct drive engines. An F-5-L with geared engines climbs in 20 minutes to an altitude approximately 20 percent greater than that obtained with the standard direct drive on the same airplane. 3) There is a large difference between the climbs of the two airplanes of the same type. This difference will always be more pronounced when the climb is normally slow. In the case of the F-5-L airplanes under construction, it is of the order of a 10 percent difference in altitude on a 20 minute climb. 4) The maximum speed of an F-5-L with geared engines is about 3.5 percent greater than the maximum speed of the same airplane with standard direct drive engines (at the same engine r.p.m.). 5) The fuel consumption is probably less effected by the type of drive than by inherent differences in the performance of different airplanes.

Diehl, W S↗
NASA NTRS1922

Comparing maximum pressures in internal combustion engines

Thin metal diaphragms form a satisfactory means for comparing maximum pressures in internal combustion engines. The diaphragm is clamped between two metal washers in a spark plug shell and its thickness is chosen such that, when subjected to explosion pressure, the exposed portion will be sheared from the rim in a short time.

Sparrow, Stanwood W↗
NASA NTRS1932

Comparative Performance of a Powerplus Vane-type Supercharger and an N.A.C.A. Roots-type Supercharger

This report presents the results of tests of a Power plus supercharger and a comparison of its performance with the performance previously obtained with an N.A.C.A. Roots-type supercharger. The Powerplus supercharger is a positive displacement blower of the vane type having mechanically operated vanes, the movement of which is controlled by slots and eccentrics. The supercharger was tested at a range of pressure differences from 0 to 15 inches of mercury and at speeds from 500 to 2,500 r.p.m. The pressure difference across the supercharger was obtained by throttling the intake of a depression tank which was interposed in the air duct between the supercharger and the Durley orifice box used for measuring the air. The results of these tests show that at low pressure differences and at all speeds the power required by the Powerplus supercharger to compress a definite quantity of air per second is considerably higher than that required by the Roots. At pressure differences from 10 to 14 inches of mercury and at speeds over 2,000 r.p.m. the power requirements of the two superchargers are practically the same. At a pressure difference of 15 inches of mercury or greater and at a speed of 2,500 r.p.m. or greater the performance of the Powerplus supercharger is slightly better than that of the Roots. Because the Powerplus supercharger cannot be operated at a speed greater than 3,000 r.p.m. as compared with 7,000 r.p.m. for the Roots, its capacity is approximately one-half that of the Roots for the same bulk. The Powerplus supercharger is more complicated and less reliable than the Roots supercharger.

Schey, Oscar W↗
NASA NTRS1933

Wind tunnel research comparing lateral control devices, particularly at high angles of attack X : various control devices on a wing with a fixed auxiliary airfoil

Results are given of a series of systemic tests comparing lateral control devices with particular reference to their effectiveness at high angles of attack. These tests were made with two sizes of ordinary ailerons and different sizes of spoilers on a Clark Y wing model having a narrow auxiliary airfoil fixed ahead and above the leading edge, the chords of the main and auxiliary airfoils being parallel. In addition, the auxiliary airfoil itself was given angular deflection. The purpose was to provide rolling moments for lateral control. The tests were made in a 7 by 10 foot wind tunnel. They included both force and rotation tests to show the effect of the devices on the lift and drag characteristics of the wing and on the lateral stability characteristics, as well as lateral control. They showed that none of the aileron arrangements tried would give rolling control of an assumed satisfactory value at all angles of attack up to the stall. However, they would give satisfactory values, but at the expense of abnormally high deflections and very heavy hinge moments. The most effective combination of ailerons and spoilers gave satisfactory values of rolling moment at angles of attack below the stall, and the values did not fall off as rapidly above the stall as with ailerons alone. With an arrangement of this type having the proper relative proportions and linkage, it should be possible to obtain reasonably satisfactory yawing moments and control forces. Deflecting one-half of the auxiliary airfoil downward for the purpose of control gave strong favorable yawing moments at all angles of attack, but gave very small rolling moments at the low angles of attack.

Weick, Fred E↗
NASA NTRS1935

Comparative Tests of Pitot-static Tubes

Comparative tests were made on seven conventional Pitot-static tubes to determine their static, dynamic, and resultant errors. The effect of varying the dynamic opening, static opening, wall thickness, and inner-tube diameter was investigated. Pressure-distribution measurements showing stem and tip effects were also made. A tentative design for a standard Pitot-static tube for use in measuring air velocity is submitted.

Merriam, Kenneth G↗
NASA NTRS1953

An analytical study of the comparative performance of six air-induction systems for turbojet-powered airplanes designed to operate at Mach numbers up to 2.0

A study is presented of inlet designs and aerodynamic characteristics of air-induction systems intended for operation with a turbojet engine operating with a constant-volume air-flow process. Two-dimensional inlet designs similar to those discussed in NACA RM A52C14, plus a fixed-geometry inlet with a convergent-divergent diffuser, and an additional variable-geometry inlet are considered for Mach numbers from 0.85 to 2.0 from sea level to the stratosphere. For best performance throughout this range of Mach numbers and altitudes, it was shown that the geometry of the inlet must be such as to insure a high pressure recovery, as well as to provide for a variable entrance area. The inlets are compared on the basis of a drag evaluation neglecting viscosity.

DIFFUSERS, SUBSONIC↗
NASA NTRS1927

Drag measurements on a Junkers wing section : application of the Betz Method to the results of comparative tests made on a model and on an airplane in flight

The comparison of model tests in flight can be based on the result of such measurements. They are very important from the aerodynamical point of view, as they lead to useful conclusions regarding the behavior of the wing, its best shape and the conformity of theoretical and actual flow. Although there still remains a certain prejudice against such measurements, I have still attempted to make these comparative tests in order to inspire confidence in their reliability.

WINGS - JUNKERS A 20↗
NASA NTRS1931

Comparative Flight Performance with an NACA Roots Supercharger and a Turbocentrifugal Supercharger

This report presents the comparative flight results of a roots supercharger and a turbocentrifugal supercharger. The tests were conducted using a modified DH-4M2 airplane. The rate of climb and the high speed in level flight of the airplane were obtained for each supercharger from sea level to the ceiling. The unsupercharged performance with each supercharger mounted in place was also determined. The results of these tests show that the ceiling and rate of climb obtained were nearly the same for each supercharger, but that the high speed obtained with the turbocentrifugal was better than that obtained with the roots. The high-speed performance at 21,000 feet was 122 and 142 miles per hour for the roots and turbocentrifugal, respectively.

Schey, Oscar W↗
NASA NTRS1933

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack I : ordinary ailerons on rectangular wings

This report is the first in a series in which it is intended to compare the relative merits of all ordinary and some special forms of ailerons and other lateral control devices in regard to their effect on lateral controllability, lateral stability, and airplane performance. The comparisons are based on wind-tunnel test data, all the control devices being fitted to model wings having the same span, area, and airfoil section, and being subjected to the same series of force and rotation tests. The results are given for five different aileron movements: one with equal up-and-down deflection, one with average and one with extreme differential motion, one with upward deflection only, and one with the ailerons arranged to float with respect to the wing.

Weick, Fred E↗
NASA NTRS1933

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack II : slotted ailerons and frise ailerons

Three model wings, two with typical slotted ailerons and one with typical frise ailerons, have been tested as part of a general investigation on lateral control devices with particular reference to their effectiveness at high angles of attack, in the 7 by 10 foot wind tunnel of the National Advisory Committee for Aeronautics. Force tests, free-autorotation tests, and forced-rotation tests were made which show the effect of the various ailerons on the general performance of the wing, on the lateral controllability, and on the lateral stability, in general, rolling control at 20 degree angle of attack to plain ailerons of the same size. The adverse yawing moments obtained with the slotted and frise ailerons were, in most cases, slightly smaller than those obtained with plain ailerons of the same size and deflection. However, this improvement was small as compared to the improvement obtainable by the use of suitable differential movements with any of the ailerons, including the plain.

Weick, Fred E↗
NASA NTRS1933

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack V : spoilers and ailerons on rectangular wings

This report covers the fifth of a series of systematic investigations in which lateral control devices are compared with particular reference to their effectiveness at high angles of attack. The present report deals with tests of spoilers and ordinary ailerons on rectangular Clark y wing models. In an effort to obtain satisfactory control throughout the entire angle-of-attack range that can be maintained in flight, various spoilers were tested in combination with two sizes of previously tested ordinary ailerons - one of average proportions and the other short and wide. In addition, one large spoiler was tested alone. It was found that when ailerons and spoilers are used together the full effect of both is not obtained if the spoilers are located directly in front of the ailerons. With the proper combination of spoiler and aileron, however, it is possible to obtain satisfactory rolling control up to high angles of attack (15 degrees to 20 degrees), together with favorable yawing moments and small control forces. A moderate amount of rolling control with favorable yawing moments and small control forces was obtained with the large spoiler alone.

Weick, Fred E↗
NASA NTRS1934

Wind-tunnel research comparing lateral control devices, particularly at high angles of attack VI : skewed ailerons on rectangular wings

This report covers the sixth of a series of investigations in which various lateral control devices are compared with particular reference to their effectiveness at high angles of attack. The present report deals with flap-type ailerons hinged about axes having an angle with respect to the leading and trailing edges of the wing. Tests were made on four different skewed ailerons, including two different angles of skew and two sizes of ailerons. At the high angles of attack, all the skewed ailerons tested were slightly inferior with respect to rolling and yawing moments to straight ailerons having the same span and average chord. Computations indicate that the skewed ailerons are also inferior with respect to hinge moments.

Weick, Fred E↗
NASA NTRS1936

Wind-Tunnel Research Comparing Lateral Control Devices Particularly at High Angles of Attack XIII : Auxiliary Airfoils Used as External Ailerons

This is the thirteenth report on a series of systematic tests comparing lateral control devices with particular reference to their effectiveness at high angles of attack. The present wind tunnel tests were made to determine the most feasible locations for lateral control surfaces mounted externally to a rectangular Clark y wing.

Weick, Fred E↗
NASA NTRS1937

Spinning Characteristics of the XN2Y-1 Airplane Obtained from the Spinning Balance and Compared with Results from the Spinning Tunnel and from Flight Tests

Report presents the results of tests of a 1/10-scale model of the XN2Y-1 airplane tested in the NACA 5-foot vertical wind tunnel in which the six components of forces and moments were measured. The model was tested in 17 attitudes in which the full-scale airplane had been observed to spin, in order to determine the effects of scale, tunnel, and interference. In addition, a series of tests was made to cover the range of angles of attack, angles of sideslip, rates of rotation, and control setting likely to be encountered by a spinning airplane. The data were used to estimate the probable attitudes in steady spins of an airplane in flight and of a model in the free-spinning tunnel. The estimated attitudes of steady spin were compared with attitudes measured in flight and in the spinning tunnel. The results indicate that corrections for certain scale and tunnel effects are necessary to estimate full-scale spinning attitudes from model results.

Bamber, M J↗
NASA NTRS1950

Comparative Drag Measurements at Transonic Speeds of Rectangular Sweptback NACA 65-009 Airfoils Mounted on a Freely Falling Body

Directly comparable drag measurements have been made of an airfoil with a conventional rectangular plan form and an airfoil with a sweptback plan form mounted on freely falling bodies. Both airfoils had NACA 65-009 sections and were identical in span, frontal area, and chord perpendicular to the leading edge. The sweptback plan form incorporated a sweepback angle of 45 degrees. The data obtained have been used to establish the relation between the airfoil drag coefficients and the free-stream Mach number over a range of Mach numbers from 0.90 to 1.27. The results of the measurements indicate that the drag of the sweptback plan form is less than 0.3 that of the rectangular plan form at a Mach number of 1.00 and is less than 0.4 that at a Mach number of 1.20.

Mathews, Charles W↗
NASA NTRS1958

A Comparative Analysis of the Performance of Long-Range Hypervelocity Vehicles

Long-range hypervelocity vehicles are studied in terms of their motion in powered flight. Powered flight is analyzed for an idealized propulsion system which approximates rocket motors. Unpowered flight is characterized by a return to earth along a ballistic, skip, or glide trajectory. Only those trajectories are treated which yield the maximum range for a given velocity at the end of powered flight. Aerodynamic heating is treated in a manner similar to that employed previously by the senior authors in studying ballistic missiles (NACA rep. 1381), with the exception that radiant as well as convective heat transfer is considered in connection with glide and skip vehicles. As a final performance consideration, it is shown that on the basis of equal ratios of mass at take-off to mass at the end of powered flight, the hypervelocity vehicle compares favorably with the supersonic airplane for ranges in the neighborhood of and greater than one half the circumference of the earth. In the light of this and previous findings, it is concluded that the ballistic and glide vehicles have, in addition to the advantages usually ascribed to great speed, the attractive possibility of providing relatively efficient long-range flight.

Eggers, Alfred J , Jr↗
NASA NTRS1993

Comparative measurement of visual stability in Earth and cosmic space (L-4)

The frequency and the intensity of space motion sickness was reviewed and investigated. Unusual induced-gravity situations, such as rotation, linear acceleration, parallel swinging etc. were investigated as well. Visually-induced motion sensation or distorted perception were evaluated with respect to visual stability by many investigators. These studies are all concerned with the effect of gravity and the induction of motion sickness through human visual perception. Direct investigation under the microgravity situation, such as parabolic flight, Skylab, and Spacelab, was carried out. These studies focused on how human visual stability is established through various sensory afferents in specific gravity conditions. Results from these investigations indicate that sensory mismatch probably plays an important role in space motion sickness. The interaction of visual, vestibular, and somatosensory perception is smoothly coordinated under normal gravitational conditions on the Earth in our daily life. When the cooperation is destroyed or a mismatch occurs among them, motion sickness may develop not only on the Earth but also in microgravity. The latter case may be the cause of space motion sickness or space adaption syndrome. How human beings obtain visual stability even with posture changes on the ground was investigated. Visual stability can be categorized as static or dynamic. Static visual stability is concerned with orientation and dynamic stability is concerned with object motion perception. The perception of visual stability is modified by many other sensations, such as somatosensory, vestibular, and muscle tension. We will mainly focus on modifications by vestibular inputs to visual perception produced by eye movements in microgravity. The Vestibular-Oscular Reflex (VOR) is a well-known characteristic which results from the relationship between eye mobility and vestibular afferent inputs. Eye movements also modify dynamic visual perception, such as perceived object motion velocity. The VOR is constantly simulated under 1-g conditions on Earth. In fact, human beings have been habituated and 'programmed' for orientation (visual stability) in their everyday, 1-g environment. When humans are exposed to a different gravity situation, this programmed behavior must change; that is, it is reprogrammed. This is called habituation or familiarization. We hope to examine how object motion perception is perturbed and subsequently adapted in the microgravity environment. This experiment is focused on the cooperation of visual, vestibular, and somatosensory perception coordination and how it is changed or reduced in space compared to 1-g environment. We will obtain information on the coordination between eye movement and neck muscle activity by using EOG and EMG. We will also collect data from Payload Specialists using a self-diagnostic questionnaire concerned with perceptual abnormality. When each sensory input function and its integration in the higher nervous system are well-characterized, then more effective techniques to control SAS may be developed.

Koga, Kazugo↗
NASA NTRS1992

LES versus DNS: A comparative study

We have performed Direct Numerical Simulations (DNS) and Large Eddy Simulations (LES) of forced isotropic turbulence at moderate Reynolds numbers. The subgrid scale model used in the LES is based on an eddy viscosity which adjusts instantaneously the energy spectrum of the LES to that of the DNS. The statistics of the large scales of the DNS (filtered DNS field or fDNS) are compared to that of the LES. We present results for the transfer spectra, the skewness and flatness factors of the velocity components, the PDF's of the angle between the vorticity and the eigenvectors of the rate of strain, and that between the vorticity and the vorticity stretching tensor. The above LES statistics are found to be in good agreement with those measured in the fDNS field. We further observe that in all the numerical measurements, the trend was for the LES field to be more gaussian than the fDNS field. Future research on this point is planned.

Shtilman, L.↗