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Results for “LONGITUDINAL STABILITY”

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At least 595 records · Page 33

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NASA NTRS1984

Vortex flaps - Advanced control devices for supercruise fighters

Prompted by the extensive experience obtained with vortex lift-generating leading edges in the SR-71, Concorde and F-16 supersonic aircraft, development efforts have recently been made toward the use of variable incidence angle delta wing leading edge 'vortex flaps' for supersonic cruise and maneuvering performance improvements in fighter aircraft. Vortex lift flaps have been wind tunnel tested on scale models, and it has been noted that a variety of effects can be obtained through the use of folding, hinged, and tabbed flap designs. Flap planforms can, moreover, be varied in length and in total area, as well as segmented, to yield unique combinations of drag reduction, vortex generation, longitudinal stability, and vortex flow reattachment. It is speculated that the vortex flap may be applicable to multimission fighters, and promote STOL performance.

Lamar, J. E.↗

NASA NTRS1984

Development of flight testing techniques

A list of students involved in research on flight analysis and development is given along with abstracts of their work. The following is a listing of the titles of each work: Longitudinal stability and control derivatives obtained from flight data of a PA-30 aircraft; Aerodynamic drag reduction tests on a box shaped vehicle; A microprocessor based anti-aliasing filter for a PCM system; Flutter prediction of a wing with active aileron control; Comparison of theoretical and flight measured local flow aerodynamics for a low aspect ratio fin; In flight thrust determination on a real time basis; A comparison of computer generated lift and drag polars for a Wortmann airfoil to flight and wind tunnel results; and Deep stall flight testing of the NASA SGS 1-36.

Sandlin, D. R.↗

NASA NTRS1986

PAN AIR application to the F-106B

The PAN AIR computer code was employed in the present study to investigate the aerodynamic effects of the various geometrical changes and flow conditions on a configuration similar to the F-106B half-airplane tested in the Langley 30x60-foot wind tunnel. The various geometries studied included two forebodies (original and shortened), two inlet flow conditions (open and closed) two vortex flap situations (off and on). The attached flow theoretical solutions were obtained for Mach number of 0.08 and angle of attack of 8 deg., 10 deg., 12 deg., and 14 deg. In general this investigation revealed that the shortening of the forebody or closing of the inlet produced only a small change in the overall aerodynamic coefficients of the basic F-106B configuration throughout the examined angles of attack. However, closing the inlet of the configuration resulted in a slightly higher drag level at low angles of attack. Furthermore, at and above 10 deg. angle of attack, it was shown that the presence of the vortex flap causes an increase in the total lift and drag. Also, these theoretical results showed the expected reduction in longitudinal stability level with addition of the vortex flap to the basic F-106B configuration.

Farhad Ghaffari↗

NASA NTRS1986

Pilot interface with fly by wire control systems

Aircraft designers are rapidly moving toward full fly by wire control systems for transport aircraft. Aside from pilot interface considerations such as location of the control input device and its basic design such as side stick, there appears to be a desire to change the fundamental way in which a pilot applies manual control. A typical design would have the lowest order of manual control be a control wheel steering mode in which the pilot is controlling an autopilot. This deprives the pilot of the tactile sense of angle of attack which is inherent in present aircraft by virtue of certification requirements for static longitudinal stability whereby a pilot must either force the aircraft away from its trim angle of attack or trim to a new angle of attack. Whether or not an aircraft actually has positive stability, it can be made to feel to a pilot as though it does by artificial feel. Artificial feel systems which interpret pilot input as pitch rate or G rate with automatic trim have proven useful in certain military combat maneuvers, but their transposition to other more normal types of manual control may not be justified.

Melvin, W. W.↗

NASA NTRS1986

Nonlinear lift control at high speed and high angle of attack using vortex flow technology

Nonlinear lift control at subsonic, transonic and low supersonic speeds owes its origin to the separated but organized vortical flows interacting with the wing upper surface. Since most of this flow originates near the wing or control-surface leading-edge, a variety of devices have been studied experimentally which interact with and/or control this flow in order to gain a beneficial effect. The benefits (effects) originally studied were only associated with lift enhancement. Whereas, now the studied benefits encompass performance increase, attention to changes in trimmed conditions and longitudinal stability, improvements in lateral stability, and the attendant variation with changing Mach number. For those devices that can be theoretically modeled, state-of-the-art computer codes have been used for device design and/or analysis. Comparisons at design and off-design conditions are presented for validation purposes.

Lamar, J. E.↗

NASA NTRS1986

Over-the-wing propeller

This invention is an aircraft with a system for increasing the lift drag ratio over a broad range of operating conditions. The system positions the engines and nacelles over the wing in such a position that gains in propeller efficiency is achieved simultaneously with increases in wing lift and a reduction in wing drag. Adverse structural and torsional effects on the wings are avoided by fuselage mounted pylons which attach to the upper portion of the fuselage aft of the wings. Similarly, pylon-wing interference is eliminated by moving the pylons to the fuselage. Further gains are achieved by locating the pylon surface area aft of the aircraft center of gravity, thereby augmenting both directional and longitudinal stability. This augmentation has the further effect of reducing the size, weight and drag of empennage components. The combination of design changes results in improved cruise performance and increased climb performance while reducing fuel consumption and drag and weight penalties.

Johnson, Joseph L., Jr.↗

NASA NTRS1987

Piloted-simulation study of effects of vortex flaps on low-speed handling qualities of a Delta-wing airplane

A piloted-simulation study was conducted to investigate the effects of vortex flaps on low-speed handling qualities of a delta-wing airplane. The simulation math model was developed from wind tunnel tests of a 0.15 scale model of the F-106B airplane. Pilot evaluations were conducted using a six-degree-of-freedom motion base simulator. The results of the investigation showed that the reduced static longitudinal stability caused by the vortex flaps significantly degraded handling qualities in the approach-to-landing task. Acceptable handling qualities could be achieved by limiting the aft center-of-gravity location, consequently reducing the operational envelope of the airplane. Further improvement were possible by modifying the flight control force-feel system to reduce pitch-control sensitivity.

Brandon, Jay M.↗

NASA NTRS1987

Nonlinear lift control at high speed and high angle of attack using vortex flow technology

Nonlinear lift control at subsonic, transonic and low supersonic speeds owes its origin to the separated but organized vortical flows interacting with the wing upper surface. Since most of this flow originates near the wing or control-surface leading edge, a variety of devices has been studied experimentally which interact with and/or control this flow in order to gain a beneficial effect. The benefits (effects) originally studied were associated only with lift enhancement. Whereas, now the studied benefits encompass performance increase, attention to changes in trimmed conditions and longitudinal stability, improvements in lateral stability, and the attendant variation with changing Mach number. For those devices that can be theoretically modeled, state-of-the-art computer codes have been used for device design and/or analysis. Comparisons at design and off-design conditions are presented for validation purposes.

Lamar, John E.↗

NASA NTRS1988

Flight testing a highly flexible aircraft - Case study on the MIT Light Eagle

This paper describes the techniques developed for a flight test program of a human powered aircraft, the application of these techniques in the winter of 1987/88 and the results of the flight testing. A system of sensors, signal conditioning and data recording equipment was developed and installed in the aircraft. Flight test maneuvers which do not exceed the aircraft's limited capability were developed and refined in an iterative sequence of test flights. The test procedures were adjusted to yield maximum data quality from the point of view of estimating lateral and longitudinal stability derivatives. Structural flexibility and unsteady aerodynamics are modeled in an ad hoc manner, capturing the effects observed during the test flights. A model with flexibility-extended equations of motion is presented. Results of maneuvers that were flown are compared with the predictions of that model and analyzed. Finally the results of the flight test program are examined critically, especially with respect to future applications, and suggestions are made in order to improve maneuvers for parameter estimation of very flexible aircraft.

Zerweckh, S. H.↗

NASA NTRS1988

Flight test results for the Daedalus and Light Eagle human powered aircraft

The results of the flight test program of the Daedalus and Light Eagle human powered aircraft in the winter of 1987/88 are given. The results from experiments exploring the Light Eagle's rigid body and structural dynamics are presented. The interactions of these dynamics with the autopilot design are investigated. Estimates of the power required to fly the Daedalus aircraft are detailed. The system of sensors, signal conditioning boards, and data acquisition equipment used to record the flight data is also described. In order to investigate the dynamics of the aircraft, flight test maneuvers were developed to yield maximum data quality from the point of view of estimating lateral and longitudinal stability derivatives. From this data, structural flexibility and unsteady aerodynamics have been modeled in an ad hoc manner and are used to augment the equations of motion with flexibility effects. Results of maneuvers that were flown are compared with the predictions from the flexibility model. To extend the ad hoc flexibility model, a fully flexible aeroelastic model has been developed. The model is unusual in the approximate equality of many structural natural frequencies and the importance of unsteady aerodynamic effects. the Gossamer Albatross. It is hypothesized that this inverse ground effect is caused by turbulence in the Earth's boundary layer. The diameters of the largest boundary layer eddies (which represent most of the turbulent kinetic energy) are proportional to altitude; thus, closer to the ground, the energy in the boundary layer becomes concentrated in eddies of smaller and smaller diameter. Eventually the eddies become sufficiently small (approximately 0.5 cm) that they trip the laminar boundary layer on the wing. As a result, a greater percentage of the wing area is covered with turbulent flow. Consequently the aircraft's drag and the pow er required both increase as the aircraft flies closer to the ground. The results of the flight test program are examined critically, especially with respect to future applications. Maneuvers that allow the observation of stability derivatives for flexible aircraft are detailed. Considerations for the design of autopilots for future human power aircraft and high-altitude RPV's are discussed. Techniques useful in estimating the power required to fly aircraft of very high lift to drag ratio are described.

Sullivan, R. Bryan↗

NASA NTRS1989

Euler code evaluation of a conical vehicle at supersonic speeds

A study has been conducted on a conical wing-body transatmospheric vehicle at Mach numbers from 1.5 to 4.5. The objective of the study was to evaluate the application of a Euler code to a wing-body configuration across the supersonic Mach number range. The baseline wing-body fuselage consisted of a circular 5-deg half-angle conical forebody, a cylindrical midbody, and a 9-deg truncated conical boattail. The wing was a 4-percent-thick diamond airfoil wing of aspect ratio 1. Results show that the Euler code accurately predicted the lift, drag, and pitching moment coefficients as a function of Mach number and angle of attack. The longitudinal stability characteristics were predicted as a function of Mach number. The code also predicted the changes in lift, drag, and pitching moment for forward and rearward shift of the wing from the nominal position.

Mcgrath, Brian E.↗

NASA NTRS1990

Prediction of forces and moments for flight vehicle control effectors. Part 1: Validation of methods for predicting hypersonic vehicle controls forces and moments

Many types of hypersonic aircraft configurations are currently being studied for feasibility of future development. Since the control of the hypersonic configurations throughout the speed range has a major impact on acceptable designs, it must be considered in the conceptual design stage. The ability of the aerodynamic analysis methods contained in an industry standard conceptual design system, APAS II, to estimate the forces and moments generated through control surface deflections from low subsonic to high hypersonic speeds is considered. Predicted control forces and moments generated by various control effectors are compared with previously published wind tunnel and flight test data for three configurations: the North American X-15, the Space Shuttle Orbiter, and a hypersonic research airplane concept. Qualitative summaries of the results are given for each longitudinal force and moment and each control derivative in the various speed ranges. Results show that all predictions of longitudinal stability and control derivatives are acceptable for use at the conceptual design stage. Results for most lateral/directional control derivatives are acceptable for conceptual design purposes; however, predictions at supersonic Mach numbers for the change in yawing moment due to aileron deflection and the change in rolling moment due to rudder deflection are found to be unacceptable. Including shielding effects in the analysis is shown to have little effect on lift and pitching moment predictions while improving drag predictions.

Maughmer, Mark D.↗

NASA NTRS1989

Accumulated span loadings of an arrow wing having vortex flow

The vortex flow over an arrow wing is theoretically investigated using the free-vortex-sheet method. The sectional lift coefficient and accumulated span loadings, which are important in determining the root bending moment, are calculated. The longitudinal stability variation is also estimated.

Reddy, C. Subba↗

NASA NTRS1990

The vortex flap F-106B, overcoming safety and data problems in flight testing

A NASA, F-106B airplane equipped with a vortex flap is establishing a data base for calibration of design and analysis tools for this vortical flow control concept. Some of the problems in safely and precisely flying to research data points were caused by the modified airplane's low longitudinal stability and low margin of structural strength. These characteristics are, in part, a consequence of the program's low cost approach which utilizes a bolt-on, ground-adjustable flap attached to a minimally modified airplane. Presently, the 40-degree flap deflection flight research is being concluded with a flow visualization phase. A similar pattern of flight envelope expansion, pressure distribution, performance, and flow visualization phases remain to be accomplished for the 30-degree flap setting. To date, good research flight data has followed resolution of the safety and data problems described.

Brown, Philip W.↗

NASA NTRS1990

Carrier aircraft

The Ohio State University planned to conduct a conceptual design of a single research vehicle that could be used to explore the flight regime from Mach 6 to Mach 12. Since this aircraft will be a special purpose vehicle, it need not take off and land in a conventional manner. Indeed, if this aircraft were launched from a larger aircraft that carried it to altitude, then conventional landing gear would not be needed and the extra weight of the fuel needed to take off and climb into the stratosphere would be eliminated. The focus of the students' project was on the design of a carrier aircraft answering to the specifications. Its mission is to take off with the research aircraft from runways of less than 15,000 feet, climb to 40,000 feet, and release the hypersonic aircraft at the speed of Mach 8, and return to base. The range of this mission is 2000 n.m. This study includes the conception of an optimized aircraft (geometry, weights, propulsion, aerodynamics, interactions between the two aircraft, etc.), the longitudinal stability of the composite, and the separation critical phase.

Source record↗

NASA NTRS1991

Validation of engineering methods for predicting hypersonic vehicle controls forces and moments

This work examines the ability of the aerodynamic analysis methods contained in an industry standard conceptual design code, the Aerodynamic Preliminary Analysis System (APAS II), to estimate the forces and moments generated through control surface deflections from low subsonic to high hypersonic speeds. Predicted control forces and moments generated by various control effectors are compared with previously published wind-tunnel and flight-test data for three vehicles: the North American X-15, a hypersonic research airplane concept, and the Space Shuttle Orbiter. Qualitative summaries of the results are given for each force and moment coefficient and each control derivative in the various speed ranges. Results show that all predictions of longitudinal stability and control derivatives are acceptable for use at the conceptual design stage.

Maughmer, M.↗

NASA NTRS1992

Some effects of wing and body geometry on the aerodynamic characteristics of configurations designed for high supersonic Mach numbers

Experimental and theoretical results are presented for a family of aerodynamic configurations for flight Mach numbers as high as Mach 8. All of these generic configurations involved 70-deg sweep delta planform wings of three different areas and three fuselage shapes with circular-to-elliptical cross sections. It is noted that fuselage ellipticity enhances lift-curve slope and maximum L/D, while decreasing static longitudinal stability (especially with smaller wing areas).

Spearman, M. L.↗

NASA NTRS1993

Propulsion/airframe integration issues for waverider aircraft

While many propulsion concepts and technologies developed for nonwaverider-type hypersonic vehicles may apply to waveriders, some aspects of these configurations require unique technological approaches. An evaluation is made of such distinctive opportunities in the cases of engine cycle selection, inlets, nozzle designs and integration, longitudinal stability, and thermal management. Also discussed are waverider requirements for control surface effectiveness, inlet boundary layer ingestion effects, and structural/configurational optimization, giving attention to trades in volumetric/structural efficiency and vehicle L/D.

Blankson, Isaiah M.↗