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At least 1,009 records · Page 56
All sourcesNASA NTRSDOE OSTI
NASA NTRS1955

Longitudinal Stability and Control Characteristics as Determined by the Rocket-model Technique for an Inline, Cruciform, Canard Missile Configuration with a Low-aspect-ratio Wing Having Trailing-edge Flap Controls for a Mach Number Range of 0.7 to 1.

Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle - of-attack range of this test (0 deg to 8 deg). The aerodynamic-center location for angles of attack near 50 remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near 0 deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of 0 deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle -of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Baber, Hal T , Jr↗
NASA NTRS1925

Determination of ignition points of liquid fuels under pressure

Two series of experiments were tried, in order to determine the ignition point at any desired pressure, the first series at constant and the second at varying pressure. The results differ greatly and indicate that testing under pressure, in the investigation of liquid fuels, can be done best in the laboratory and that the determination of the ignition points in an open vessel furnishes no certain indication of the behavior of the fuel in the engine.

FUELS↗
NASA NTRS1951

Comparison of High-Speed Operating Characteristics of Size 215 Cylindrical-Roller Bearings as Determined in Turbojet Engine and in Laboratory Test Rig

A comparison of the operating characteristics of 75-millimeter-bore (size 215) cylindrical-roller one-piece inner-race-riding cage-type bearings was made using a laboratory test rig and a turbojet engine. Cooling correlation parameters were determined by means of dimensional analysis, and the generalized results for both the inner- and outer-race bearing operating temperatures are compared for the laboratory test rig and the turbojet engine. Inner- and outer-race cooling-correlation curves were obtained for the turbojet-engine turbine-roller bearing with the same inner- and outer-race correlation parameters and exponents as those determined for the laboratory test-rig bearing. The inner- and outer-race turbine roller-bearing temperatures may be predicted from a single curve, regardless of variations in speed, load, oil flow, oil inlet temperature, oil inlet viscosity, oil-jet diameter or any combination of these parameters. The turbojet-engine turbine-roller-bearing inner-race temperatures were 30 to 60 F greater than the outer-race-maximum temperatures, the exact values depending on the operating condition and oil viscosity; these results are in contrast to the laboratory test-rig results where the inner-race temperatures were less than the outer-race-maximum temperatures. The turbojet-engine turbine-roller bearing, maximum outer-race circumferential temperature variation was approximately 30 F for each of the oils used. The effect of oil viscosity on inner- and outer-race turbojet-engine turbine-roller-bearing temperatures was found to be significant. With the lower viscosity oil (6x10(exp -7) reyns (4.9 centistokes) at 100 F; viscosity index, 83), the inner-race temperature was approximately 30 to 35 F less than with the higher viscosity oil (53x10(exp -7) reyns (42.8 centistokes) at 100 F; viscosity index, 150); whereas the outer-race-maximum temperatures were 12 to 28 F lower with the lower viscosity oil over the DN range investigated.

BEARINGS, ANTI-FRICTION↗
NASA NTRS1953

Flight Determination of the Static Longitudinal Stability Boundaries of the Bell X-5 Research Airplane with 59 Deg Sweepback

During the flight program on the Bell X-5 airplane with 59 deg sweepback to determine the practical Mach number and normal-force coefficient limits of this configuration, a reduction in static longitudinal stability was encountered in maneuvering flight. A determination of the boundary for reduction of longitudinal stability extending to a Mach number of 0.98 is presented in this paper. A reduction of static longitudinal stability existed for all elevator and all stabilizer-executed maneuvers. The reduction of stability existed for maneuvers executed with elevator near a normal-force coefficient of 0.6 for a Mach number range of about 0.31 to 0.76. Above a Mach number of 0.76 the normal-force coefficient for reduction of stability gradually decreased to a value of 0.2 at a Mach number of 0.98. For stabilizer-executed maneuvers the stability boundary was the same as for elevator maneuvers up to a Mach number of 0.88. Above this Mach number the reduction of stability occurred at slightly higher normal-force coefficients decreasing from about 0.51 at a Mach number of 0.92 to a value of 0.311 at a Mach number of 0.97. The airplane has been flown to a Mach number of 1.04 at a normal-force coefficient of about 0.15 without encountering any reduction of stability. The pilot did not consider the reduction of stability to be dangerous at altitudes above 30,000 feet; however, precise flight was impossible. At angles of attack above that at which the reduction of longitudinal stability occurred, directional instability and aileron control overbalance were encountered.

Finch, Thomas W↗
NASA NTRS1954

A flow calorimeter for determining combustion efficiency from residual enthalpy of exhaust gases

A flow calorimeter for determining the combustion efficiency of turbojet and ram-jet combustors from measurement of the residual enthalpy of combustion of the exhaust gas is described. Briefly, the calorimeter catalytically oxidizes the combustible constituents of exhaust-gas samples, and the resultant temperature rise is measured. This temperature rise is related to the residual enthalpy of combustion of the sample by previous calibration of the calorimeter. Combustion efficiency can be calculated from a knowledge of the residual enthalpy of the exhaust gas and the combustor input enthalpy. An accuracy of +-0.2 Btu per cubic foot was obtained with prepared fuel-air mixtures, and the combustion efficiencies of single turbojet combustors measured by both the flow-calorimeter and heat-balance methods compared within 3 percentage units. Flow calorimetry appears to be a suitable method for determining combustion efficiencies at high combustor temperatures where ordinary thermocouples cannot be used. The method is fundamentally more accurate than heat-balance methods at high combustion efficiencies and can be used to verify near-100-percent efficiency data.

Evans, Albert↗
NASA NTRS1956

Some Effects of Roll Rate on the Longitudinal Stability Characteristics of a Cruciform Missile Configuration as Determined from Flight Test for a Mach Number Range of 1.1. to 1.8

A model of a cruciform missile configuration having a low-aspect-ratio wing equipped with flap-type controls was flight tested in order to determine stability and control characteristics while rolling at about 5 radians per second. Comparison is made with results from a similar model which rolled at a much lower rate. Results showed that, if the ratio of roll rate to natural circular frequency in pitch is not greater than about 0.3, the motion following a step disturbance in pitch essentially remains in a plane in space. The slope of normal- force coefficient against angle of attack C(sub N(sub alpha)) was the same as for the slowly rolling model at 0 degrees control deflection but C(sub N(sub alpha)) was much higher for the faster rolling model at about 5 degrees control deflection. The slope of pitching-moment coefficient against angle of attack C(sub m(sub alpha)) as determined from the model period of oscillation was the same for both models at 0 degrees control deflection but was lower for the faster rolling model at about 5 degrees control deflection. Damping data for the faster rolling model showed considerably more scatter than for the slowly rolling model.

Lundstrom, Reginald R↗
NASA NTRS1951

The method of characteristics for the determination of supersonic flow over bodies of revolution at small angles of attack

The method of characteristics has been applied for the determination of the supersonic-flow properties around bodies of revolution at a small angle of attack. The system developed considers the effect of the variation of entropy due to the curved shock and determines a flow that exactly satisfies the boundary conditions in the limits of the simplifications assumed. Two practical methods for numerical calculations are given. (author)

Ferri, Antonio↗
NASA NTRS1954

Matrix methods for determining the longitudinal-stability derivatives of an airplane from transient flight data

Three matrice methods are developed and presented for determining the longitudinal-stability derivatives from transient flight data. In these methods the expressions for some of the stability derivatives are in the form generally used in stability calculations. The first method requires the combination of four measurements in time-history form, two of which must be incremental elevator deflection and incremental tail load and the other two measurements can be chosen from a possible three, namely incremental load factor, pitching velocity, and angle of attack. The method demonstrates the use of the tail load to separate the pitching-moment derivatives and to determine the downwash derivative. (author)

Donegan, James J↗
NASA NTRS1950

Method for determining the frequency-response characteristics of an element or system from the system transient output response to a known input function

A method is presented for the determination of the frequency-response characteristics of an element or system by utilizing the transient output response to a known but arbitrary input to the system. Since the application of special inputs, such as step functions or sinusoids, is often imperfect or impractical, a method for utilizing arbitrary inputs is desirable. Simple flight-test data may be reduced by this method to give the frequency response of an aircraft. Examples are given as determinations of aircraft frequency responses; however, the method can be applied to any type of dynamic system, such as automatic-control components, vibration-absorption equipment, and many types of instruments. The method requires that the arbitrary input function tend to a finite value after a finite time and that the system or element output be measured as a representative quantity having a static sensitivity. (author)

Curfman, Howard J↗
NASA NTRS1930

Flight Tests on U.S.S. Los Angeles. Part II : Stress and Strength Determination

The tests described in this report furnished data on the actual aerodynamic forces, and the resulting stresses and bending moments in the hull of the U. S. S. "Los Angeles" during as severe still-air maneuvers as the airship would normally be subjected to, and in straight flight during as rough air as is likely to occur in service, short of squall or storm conditions. The maximum stresses were found to be within the limits provided for in accepted practice in airship design. Normal flight in rough air was shown to produce forces and stresses about twice as great as the most severe still-air maneuvers. No light was thrown upon the forces which might occur in extreme or exceptional conditions, such as the storm which destroyed the "Shenandoah". The transverse aerodynamic forces on the hull proper were found to be small and irregular. Owing to the necessity of conserving helium, it was impossible to fly the airship in a condition of large excess of buoyancy or weight in order to determine the air pressure distribution at a fixed angle of pitch. However, there is every reason to believe that in that condition the forces on the actual airship are as close to the wind-tunnel results as can be determined by present type of pressure measuring apparatus. It is considered that most important data obtained are the coefficients of tail-surface forces and hull-bending moments. These are tabulated in this report.

Burgess, C P↗
NASA NTRS1934

Working charts for the determination of the lift distribution between biplane wings

In this report are presented empirical working charts from which the distribution of lift between wings, that is the fraction of the total lift borne by each, can be determined in the positive lift range for any ordinary biplane cellule whose individual wings have the same profile. The variables taken directly into account include airfoil section, stagger, gap/chord ratio, decalage, chord ratio, and overhang. It is shown that the influence of unequal sweepback and unequal dihedral in upper and lower wings may be properly provided for by utilizing the concepts of average stagger and average gap/chord ratio, respectively. The effect of other variables is discussed, but they have not been included in the charts either because their influence was obviously small or because insufficient data existed to make possible a complete determination of their influence. All available pertinent biplane data were analyzed in establishing the charts, and in some cases theoretical relationships were utilized to establish qualitative tendencies.

Kuhn, Paul↗
NASA NTRS1939

Determination of the Profile Drag of an Airplane Wing in Flight at High Reynolds Numbers

Flight tests were made to determine the profile-drag coefficients of a portion of the original wing surface of an all-metal airplane and of a portion of the wing made aerodynamically smooth and more nearly fair than the original section. The wing section was approximately the NACA 2414.5. The tests were carried out over a range of airplane speeds giving a maximum Reynolds number of 15,000,000. Tests were also carried out to locate the point of transition from laminar to turbulent boundary layer and to determine the velocity distribution along the upper surface of the wing. The profile-drag coefficients of the original and of the smooth wing portions at a Reynolds number of 15,000,000 were 0.0102 and 0.0068, respectively; i.e., the surface irregularities on the original wing increased the profile-drag coefficient 50 percent above that of the smooth wing.

Bicknell, Joseph↗
NASA NTRS1941

Determination of control-surface characteristics from NACA plain-flap and tab data

The data from previous NACA pressure-distribution investigations of plain flaps and tabs with sealed gaps have been analyzed and are presented in this paper in a form readily applicable to the problems of control-surface design. The experimentally determined variation of aerodynamic parameters with flap chord and tab chord are given in chart form and comparisons are made with the theory. With the aid of these charts and the theoretical relationships for a thin airfoil, the aerodynamic characteristics for control surfaces of any plan form with plain flaps and tabs with sealed gaps may be determined. A discussion of the basic equations of the thin-airfoil theory and the development of a number of additional equations that will be helpful in tail design are presented in the appendixes. The procedure for applying the data is described and a sample problem of horizontal tail design is included. The data presented and the method of application set forth in this report should provide a reasonably accurate and satisfactory means of computing the aerodynamic characteristics of control surfaces.

Ames, Milton B↗
NASA NTRS1941

A graphical method of determining pressure distribution in two-dimensional flow

By a generalization of the Joukowski method, a procedure is developed for effecting localized modifications of airfoil shapes and for determining graphically the resultant changes in the pressure distribution. The application of the procedure to the determination of the pressure distribution over airfoils of original design is demonstrated. Formulas for the lift, the moment, and the aerodynamic center are also given.

Jones, Robert T↗
NASA NTRS1943

Derivation of charts for determining the horizontal tail load variation with any elevator motion

The equations relating the wing and tail loads are derived for a unit elevator displacement. These equations are then converted into a nondimensional form and charts are given by which the wing- and tail-load-increment variation may be determined under dynamic conditions for any type of elevator motion and for various degrees of airplane stability. In order to illustrate the use of the charts, several examples are included in which the wing and tail loads are evaluated for a number of types of elevator motion. Methods are given for determining the necessary derivatives from results of wind-tunnel tests when such tests are available.

Pearson, Henry A↗
NASA NTRS1944

Wind-tunnel procedure for determination of critical stability and control characteristics of airplanes

This report outlines the flight conditions that are usually critical in determining the design of components of an airplane which affect its stability and control characteristics. The wind-tunnel tests necessary to determine the pertinent data for these conditions are indicated, and the methods of computation used to translate these data into characteristics which define the flying qualities of the airplane are illustrated.

Goett, Harry J↗
NASA NTRS1952

Matrix Method of Determining the Longitudinal-Stability Coefficients and Frequency Response of an Aircraft from Transient Flight Data

A matrix method is presented for determining the longitudinal-stability coefficients and frequency response of an aircraft from arbitrary maneuvers. The method is devised so that it can be applied to time-history measurements of combinations of such simple quantities as angle of attack, pitching velocity, load factor, elevator angle, and hinge moment to obtain the over-all coefficients. Although the method has been devised primarily for the evaluation of stability coefficients which are of primary interest in most aircraft loads and stability studies, it can be used also, with a simple additional computation, to determine the frequency-response characteristics. The entire procedure can be applied or extended to other problems which can be expressed by linear differential equations.

Donegan, James J↗