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At least 685 records · Page 38
All sourcesNASA NTRSDOE OSTI
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↗
NASA NTRS1952

Time-History Data of Maneuvers Performed by an F-86A Airplane During Squadron Operational Training

Preliminary results of one phase of a control-motion study program are presented in the form of plots of load factor.and angular acceleration against indicated airspeed and of time histories of several measured quantities. The results were obtained from 197 maneuvers performed by an F-86A jet-fighter airplane during normal squadron operational training. Most of the tactical maneuver8 of which the F-86A is capable were performed at pressure altitudes ranging from 0 to 32,000 feet and at indicated airspeeds ranging from 95 to 650 miles per hour.

Henderson, Campbell↗
NASA NTRS1957

Comparison of the Combustion Performance of Shell UMF, Grade C, MIL-F-5624C, Grade JP-5, Fuels in a Heavy-Duty XRJ47-W-9 Ram-Jet Engine

Comparable combustion performance data for Shell UMF, grade C, and MIL-F-5624C, grade JP-5, fuels were obtained using a heavy-duty version of the XRJ47-W-9 ram-jet engine operated in a 2.75 Mach number free-jet facility. Data were obtained for the two fuels over a range of fuel-air ratios, engine airflows, and engine-inlet temperatures. The test conditions were selected to provide combustor-inlet temperatures. The test conditions were selected to provide combustor-inlet conditions approximately representative of those which would be encountered over a range of altitudes and flight Mach numbers. The variation of combustion efficiency with fuel-air ratio for the two fuels is compared at the several inlet conditions. The pilot-burner ignition and operating limits with both fuels are also included. In general, the combustion efficiency with Shell UMF, grade C, fuel was 1 to 4 points lower than with MIL-F-5624C, grade JP-5, fuel.

Ranscht, W. G.↗
NASA NTRS1954

Effects of Fuselage Modifications on the Drag Characteristics of a 1/20-Scale Model of the Convair F-102 Airplane at Transonic Speeds

An investigation has been conducted in the Langley 8-foot transonic tunnel to determine the effects of several fuselage modifications on the transonic drag-rise characteristics of a 1/20-scale model of the Convair F-102 airplane. Tests covered an angle-of-attack range from 0deg to about 10deg and a Mach number range from 0.60 to 1.14. Results indicated that the transonic drag rise .for the basic F-102 airplane could be substantially reduced by extending the fuselage after-body approximately 8 percent of the fuselage length. Tests of other bodies indicated that a shorter (4-percent) afterbody extension may have a similar effect on the drag rise. Further improvement of the axial cross-sectional-area distribution of the 8-percent extended configuration through the addition of fuselage volume resulted in additional reductions in the drag rise at a Mach number of 1.0 and caused no or only slight drag penalties at the higher Mach numbers. The results of the present tests generally substantiate the area-rule concept with respect to the prediction of the transonic drag rise through the use of an equivalent-area body of revolution for a practical delta-wing airplane configuration.

Kelly, Thomas C.↗
NASA NTRS1999

10 000-hr Cyclic Oxidation Behavior of 68 High-Temperature Co-, Fe-, and Ni- Base Alloys Evaluated at 982 deg. C (1800 deg. F)

Power systems with operating temperatures in the range of 815 to 982 C (1500 to 1800 F) frequently require alloys that can operate for long times at these temperatures. A critical requirement is that these alloys have adequate oxidation resistance. The alloys used in these power systems require thousands of hours of operating life with intermittent shutdown to room temperature. Intermittent power plant shutdowns, however, offer the possibility that the protective scale will tend to spall (i.e., crack and flake off) upon cooling, increasing the rate of oxidative attack in subsequent heating cycles. Thus, it is critical that candidate alloys be evaluated for cyclic oxidation behavior. It was determined that exposing test alloys to ten 1000-hr cycles in static air at 982 10 000-hr Cyclic Oxidation Behavior of 68 High-Temperature Co-, Fe-, and Ni-Base Alloys Evaluated at 982 C (1800 F) could give a reasonable simulation of long-time power plant operation. Iron- (Fe-), nickel- (Ni-), and cobalt- (Co-) based high-temperature alloys with sufficient chromium (Cr) and/or aluminum (Al) content can exhibit excellent oxidation resistance. The protective oxides formed by these classes of alloys are typically Cr2O3 and/or Al2O3, and are usually influenced by their Cr, or Cr and Al, content. Sixty-eight Co-, Fe-, and Ni-base high-temperature alloys, typical of those used at this temperature or higher, were used in this study. At the NASA Lewis Research Center, the alloys were tested and compared on the basis of their weight change as a function of time, x-ray diffraction of the protective scale composition, and the physical appearance of the exposed samples. Although final appearance and x-ray diffraction of the final scale products were two factors used to evaluate the oxidation resistance of each alloy, the main criterion was the oxidation kinetics inferred from the specific weight change versus time data. These data indicated a range of oxidation behavior including parabolic (typical of isothermal oxidation), paralinear, linear, and mixed-linear kinetics.

Barrett, Charles A.↗
NASA NTRS2006

Photogrammetric Trajectory Estimation of Foam Debris Ejected From an F-15 Aircraft

Photogrammetric analysis of high-speed digital video data was performed to estimate trajectories of foam debris ejected from an F-15B aircraft. This work was part of a flight test effort to study the transport properties of insulating foam shed by the Space Shuttle external tank during ascent. The conical frustum-shaped pieces of debris, called "divots," were ejected from a flight test fixture mounted underneath the F-15B aircraft. Two onboard cameras gathered digital video data at two thousand frames per second. Time histories of divot positions were determined from the videos post flight using standard photogrammetry techniques. Divot velocities were estimated by differentiating these positions with respect to time. Time histories of divot rotations were estimated using four points on the divot face. Estimated divot position, rotation, and Mach number for selected cases are presented. Uncertainty in the results is discussed.

Smith, Mark S.↗
NASA NTRS2007

PAB3D Simulations for the CAWAPI F-16XL

Numerical simulations of the flow around F-16XL are performed as a contribution to the Cranked Arrow Wing Aerodynamic Project International (CAWAPI) using the PAB3D CFD code. Two turbulence models are used in the calculations: a standard k-! model, and the Shih-Zhu-Lumley (SZL) algebraic stress model. Seven flight conditions are simulated for the flow around the F-16XL where the free stream Mach number varies from 0.242 to 0.97. The range of angles of attack varies from 0° to 20°. Computational results, surface static pressure, boundary layer velocity profiles, and skin friction are presented and compared with flight data. Numerical results are generally in good agreement with flight data, considering that only one grid resolution is utilized for the different flight conditions simulated in this study. The ASM results are closer to the flight data than the k-ε model results. The ASM predicted a stronger primary vortex, however, the origin of the vortex and footprint is approximately the same as in the k-ε predictions.

Flight Data↗
NASA NTRS2007

F-15B QuietSpike(TradeMark) Aeroservoelastic Flight Test Data Analysis

System identification or mathematical modelling is utilised in the aerospace community for the development of simulation models for robust control law design. These models are often described as linear, time-invariant processes and assumed to be uniform throughout the flight envelope. Nevertheless, it is well known that the underlying process is inherently nonlinear. The reason for utilising a linear approach has been due to the lack of a proper set of tools for the identification of nonlinear systems. Over the past several decades the controls and biomedical communities have made great advances in developing tools for the identification of nonlinear systems. These approaches are robust and readily applicable to aerospace systems. In this paper, we show the application of one such nonlinear system identification technique, structure detection, for the analysis of F-15B QuietSpike(TradeMark) aeroservoelastic flight test data. Structure detection is concerned with the selection of a subset of candidate terms that best describe the observed output. This is a necessary procedure to compute an efficient system description which may afford greater insight into the functionality of the system or a simpler controller design. Structure computation as a tool for black-box modelling may be of critical importance for the development of robust, parsimonious models for the flight-test community. Moreover, this approach may lead to efficient strategies for rapid envelope expansion which may save significant development time and costs. The objectives of this study are to demonstrate via analysis of F-15B QuietSpike(TradeMark) aeroservoelastic flight test data for several flight conditions (Mach number) that (i) linear models are inefficient for modelling aeroservoelastic data, (ii) nonlinear identification provides a parsimonious model description whilst providing a high percent fit for cross-validated data and (iii) the model structure and parameters vary as the flight condition is altered.

Kukreja, Sunil L.↗
NASA NTRS2003

High performance structural laminate composite material for use to 1000.degree. F. and above, apparatus for and method of manufacturing same, and articles made with same

A novel materials technology has been developed and demonstrated for providing a high modulus composite material for use to 1000.degree. F. and above. This material can be produced at 5-20% of the cost of refractory materials, and has higher structural properties. This technology successfully resolves the problem of thermal shock or ply lift, which limits traditional high temperature laminates (such as graphite/polyimide and graphite/phenolic) to temperatures of 550-650.degree. F. in thicker (0.25 and above) laminates. The technology disclosed herein is an enabling technology for the nose for the External Tank (ET) of the Space Shuttle, and has been shown to be capable of withstanding the severe environments encountered by the nose cone through wind tunnel testing, high temperature subcomponent testing, and full scale structural, dynamic, acoustic, and damage tolerance testing.

Seal, Ellis C.↗
NASA NTRS2007

Flight Test Results on the Stability and Control of the F-15B Quiet Spike Aircraft

The Quiet Spike (QS) flight research program was an aerodynamic and structural proof-of-concept of a telescoping sonic-boom suppressing nose boom on an F-15 B aircraft. The program goal was to collect flight data for model validation up to 1.8 Mach. The primary test philosophy was maintaining safety of flight. In the area of stability and controls the primary concerns were to assess the potential destabilizing effect of the spike on the stability, controllability, and handling qualities of the aircraft and to ensure adequate stability margins across the entire QS flight envelop. This paper reports on the stability and control methods used for flight envelope clearance and flight test results of the F-15B Quiet Spike. Also discussed are the flight test approach, the criteria to proceed to the next flight condition, brief pilot commentary on typical piloting tasks, approach and landing, and refueling task, and air data sensitivity to the flight control system.

Moua, Cheng↗