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Characteristic equations are derived in generalized curvilinear coordinates. Linear elastic, isotropic, and homogeneous constitutive equations have been used in the derivation. The generalized characteristic equations readily lend themselves to any requirements of space dimension and geometry. A simple boundary value problem is solved to indicate the applicability of these equations.
A flight program was conducted on the F-104 airplane to investigate the effects of moderate deflections of wing leading- and trailing-edge flaps on the buffet characteristics at subsonic and transonic Mach numbers. Selected deflections of the wing leading and trailing-edge flaps, individually and in combination, were used to assess buffet onset, intensity, and frequency; lift curves; and wing-rock characteristics for each configuration. Increased deflection of the trailing-edge flap delayed the buffet onset and buffet intensity rise to a significantly higher airplane normal-force coefficient. Deflection of the leading-edge flap produced some delay in buffet onset and the resulting intensity rise at low subsonic speeds. Increased deflection of the trailing-edge flap provided appreciable lift increments in the angle-of-attack range covered, whereas the leading-edge flap provided lift increments only at high angles-of-attack. The pilots appreciated the increased maneuvering envelope provided by the flaps because of the improved turn capability.
A study to correlate stress wave emission characteristics with fracture in welded and unwelded aluminum alloys tested at room and cryogenic temperature is reported. The stress wave emission characteristics investigated were those which serve to presage crack instability; viz., a marked increase in:(1) signal amplitude; (2) signal repetition rate; and (3) the slope of cumulative count plotted versus load. The alloys were 7075-T73, 2219-T87 and 2014-T651, welded with MIG and TIG using 2319 and 4043 filler wire. The testing was done with both unnotched and part-through-crack (PTC) tension specimens and with 18-in.-dia subscale pressure vessels. In the latter testing, a real time, acoustic emission, triangulation system was used to locate the source of each stress wave emission. With such a system, multiple emissions from a given location were correlated with defects found by conventional nondestructive inspection.
Measurement of Mossbauer spectra in metallic iron, sodium nitroprusside, sodium ferrocyanide, and potassium ferrocyanide absorbers between 78 and 293 K. The temperature dependences of the Mossbauer fraction and the resonant velocity were fitted to Einstein and Debye lattice-vibration models. The characteristic temperatures of the models fitted to the Mossbauer fraction are consistently lower than those fitted to the resonant velocity showing the sensitivity of the Mossbauer fraction to low-frequency modes of vibration. The characteristic temperatures obtained from the resonant velocity are higher for the salts than for the metal, indicating the presence of higher-frequency modes in the salts. This interpretation is verified semiquantitatively by comparing the thermal-shift Debye temperatures of the salts to their infrared absorption frequencies. The Mossbauer fraction of potassium ferrocyanide shows a weaker temperature dependence than that expected for a harmonic solid, which suggests that potassium ferrocyanide is anharmonic in the temperature range studied.
This work which is intended to shed more light on the acoustic and fluid dynamic characteristics of jet flap type exhaust flows, reports and discusses some typical experimental results obtained with cold model air jets in a reverberation chamber. Acoustic data on the total sound power output and the overall noise spectrum of various jet flap configurations are given and compared with data from conventional circular jets. In addition various flow data for the same jets resulting from hot wire measurements are reported and general conclusions are obtained regarding the expected noise source distribution. The results indicate the dependence of the acoustic and flow characteristics on the major nozzle parameters. For the jet flaps the total radiated sound power is found to follow a 3 to 6 power of the exhaust velocity while for the circular jets the 8 power law is confirmed. The noise produced in the secondary mixing region downstream of the flap trailing edge tends to exceed the noise issuing from the primary mixing region.
Analytical methods to predict the interference between lifting surfaces and high-bypass-ratio turbofan engines are described. A three-dimensional nonplanar vortex-lattice lifting surface method is used to predict the characteristics of a wing with leading-edge slat and multiple slotted trailing-edge flaps including effects of externally induced velocity fields. A flow model of the wake of a high-bypass-ratio turbofan is described which is capable of predicting the induced velocity field both inside and outside the jet wake. These methods are combined to predict the longitudinal characteristics of several STOL transport models utilizing externally-blown flaps and comparisons with data are shown. The results indicate good agreement between experiment and theory for various configurations under a wide range of power conditions.
The papers describe earth-based and in situ surface measurements of the thermal characteristics of lunar-type materials. A geophysical interpretation of the thermal history of the moon is given. Microwave emission from the moon and radar mapping of lunar surface roughness are studied. Lunar thermal aspects from Surveyor data, lunar surface temperatures from Apollo 11 data, the development of an in situ thermal conductivity measurement for the lunar heat flow experiment, and the Apollo 15 lunar heat flow measurement are reviewed. Thermal properties of granulated materials, thermal property measurements on lunar material returned by Apollo 11 and 12 missions, and thermal characteristics of lunar surface roughness are discussed. Individual items are abstracted in this issue.
Free-oscillation tests of three Viking-type blunt conical configurations were conducted in a wind tunnel to determine the important variables influencing their dynamic stability characteristics at Mach 1.76. The effects of sting geometry are shown to be significant at low angles of attack, while the effects of cross plane motions and tunnel vibration characteristics appear to be negligible. Variation of the reduced-frequency parameter and model base geometry caused significant effects in the data. An approximate technique was developed for converting effective data from either forced-oscillation or free-oscillation tests to values based on the instantaneous angle of attack.
Measurement of the intermodulation products produced when two equal amplitude signals are applied to the input of an X-band IMPATT diode amplifier. A Si p(+)nn(+) IMPATT diode was operated in a double-slug-tuned reflection amplifier circuit that was tuned to provide 20 dB of small-signal gain at 9.340 GHz. The intermodulation tests consist of measurements of the magnitudes and frequencies of the amplifier output signals as a function of the input signal drive levels and frequency separations. The gain and single-frequency characteristics of the amplifier were also measured and are used along with the theoretical device and circuit admittance characteristics as a basis for explanation of the intermodulation results. A low-frequency dominance mechanism is found to exist in which the low-frequency signals are amplified more than the high-frequency signals. This mechanism becomes more significant as the amplifier drive level is increased.
The Lagrange characteristics method and the constants of motion method are applied to various collisional kinetic equations. The relationship between the characteristics and the particle equations of motion is discussed. A special solution of Chandrasekhar equation is given.
Program uses one-dimensional mean streamline analysis conducted at fixed stagnation conditions. Seven specific losses are calculated for each set of compressors geometric variables and inlet velocity diagram characteristics studied. Categories used as input information are compressor geometry, thermodynamic properties of working fluid, velocity diagram characteristics, and iteration limits.
The nonlinear equations of motion are solved algebraically for conditions for which an airplane is in an equilibrium spin. Constrained minimization techniques are employed in obtaining the solution. Linear characteristics of the airplane about the equilibrium points are also presented and their significance in identifying the stability characteristics of the equilibrium points is discussed. Computer time requirements are small making the method appear potentially applicable in airplane design. Results are obtained for several configurations and are compared with other analytic-numerical methods employed in spin prediction. Correlation with experimental results is discussed for one configuration for which a rather extensive data base was available. A need is indicated for higher Reynolds number data taken under conditions which more accurately simulate a spin.
The present paper summarizes the high-angle-of-attack characteristics of a number of high-performance aircraft as determined from model force tests and free-flight model tests and correlates these characteristics with the dynamic directional-stability parameter. This correlation shows that the dynamic directional-stability parameter correlates fairly well with directional divergence. Data are also presented to show the effect of some airframe modifications on the directional divergence potential of the configuration. These results show that leading-edge slates seem to be the most effective airframe modification for reducing or eliminating the directional divergence potential of aircraft with moderately swept wings.
The high subsonic and transonic characteristics of fighter aircraft and the factors affecting aerodynamic boundaries, such as maximum obtainable lift, buffet onset, pitchup, wing rock, and nose slice are discussed. Investigations were made using a general research configuration which encompassed a systematic matrix of wing design parameters. These results emphasized the sensitivity to section and planform geometry at the selected design point. The incorporation of variable-wing-geometry devices in the form of leading-edge slats or flaps was shown in a number of flight and wind-tunnel studies to provide controlled flow over a wide range of flight conditions and substantial improvements in maneuver capabilities. Additional studies indicated that the blending of a highly swept maneuver strake with an efficient moderately swept wing offers a promising approach for improving maneuver characteristics at high angles of attack without excessive penalties in structural weight.
An investigation was made in the high Mach number test section of the Langley Unitary Plan wind tunnel on a variable-geometry high hypersonic performance spacecraft concept at Mach numbers from 2.30 to 4.63. The basic lifting body is designed for hypersonic lift-drag ratio near 3.0. The variable-geometry feature is a single-pivot two-position high wing which is deployed at subsonic speeds to improve vehicle landing characteristics. For the present investigation the wing was maintained in a stowed position, and the effects of horizontal stabilizer dihedral, elevon control effectiveness, and the addition of either a conventional single vertical tail or dorsal-fin-type vertical stabilizers on the longitudinal and lateral-directional stability and control characteristics were studied.
The effect of oxygen concentration on the boundary lubricating characteristics of an unformulated C-ether was studied with the use of a ball-on disk sliding-friction apparatus. Results were compared with those obtained with a polyphenyl ether. Experimental conditions included oxygen concentrations ranging from 20 percent (air) to 0.001 percent (nitrogen), a load of 1 kilogram, a sliding speed of 17 meters per minute, and disk temperatures ranging from 20 to 300 C (77 to 572 F). The C-ether yielded better boundary lubricating characteristics than did the polyphenyl ether in air and nitrogen over most of the temperature range. The C-ether exhibited lower wear at high oxygen levels (10 to 20 percent O2) from 25 to 200 C (77 to 392 F) and at low oxygen levels (0.001 to 1.0 percent O2) from 200 to 300 C (392 to 572 F). Friction polymer was observed around the wear scars of most test specimens. Friction polymer generation and its effect on wear are discussed in light of current theories.
A wind-tunnel investigation was made of the noise characteristics of a 14.5-ft semispan, externally blown jet flap model. The model was equipped with a single 30-in. diameter, ducted fan with a 1.03 pressure ratio. The effects of flap size, fan vertical location, and forward speed on the noise characteristics were studied. With the ducted fan mounted 0.79 or 1.24 diameters below the wing and a flap chord greater than 50 percent, the peak perceived noise level increased 2 to 3 Pndb when the flap was deflected to 90 deg. The jet scrubbing noise increase 3 to 4 db when the flap was deflected 90 deg. Installation of the fan on the wing was responsible for 1 to 2 db of this change. Forward speed did not have a significant effect on the perceived noise level, although it did cause a reduction in the sound pressure levels of the first and second fan harmonics.
An experimental study to determine the acoustic fatigue characteristics of a flat multi-layered structural panel is described. The test panel represented a proposed design for the outer skin of a research application module to be housed within the space shuttle orbiter vehicle. The test specimen was mounted in one wall of the Wyle 100,000 cu ft reverberation room and exposed to a broadband acoustic environment having an overall level of 145 db. The test panel was exposed to nine separate applications of the acoustic environment, each application consisting of 250 seconds duration. Upon completion of the ninth test run, the specimen was exposed to a simulated micrometeoroid impact near the panel center. One additional test run of 250 seconds duration was then performed to complete the overall simulation of 50 flight missions. The experimental results show that no significant fatigue damage occurred until the test specimen was exposed to a simulated micrometeoroid impact. The intermediate foam layer forming the core of the test specimen suffered considerable damage due to this impact, causing a marked variation in the dynamic characteristics of the overall test panel. During the final application of the acoustic environment, the strain and acceleration response spectra showed considerable variation from those spectra obtained prior to impact of the panel. Fatigue damage from acoustic loading however, was limited to partial de-bonding around the edges of the composite panel.