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At least 1,063 records · Page 59

Free-spinning-tunnel Tests of a 1/26th Scale Model of the Douglas XTB2D-1 Airplane

A spin-tunnel investigation of a 1/26 scale model of the Douglas XTB2D-1 airplane has been conducted in the Langley 20-foot free-spinning tunnel. The effects of control settings and movements upon the erect- and inverted-spin and recovery characteristics of the model were determined for various loading conditions. Tests were also performed to determine the effects of various tail modifications. The investigation included emergency spin-recovery parachute tests as well as crew-escape and rudder- and elevator-force tests. All tests were performed at an equivalent spin altitute of 20,000 feet. The recovery characteristics of the model in the original design were found to be unsatisfactory. Installation of a large ventral fin, installation of tip fins on the horizontal tail, or installation of a small ventral fin in combination with antispan fillets and a spanwise extension of the horizontal-tail surfaces satisfactorily improved the recovery characteristics of the model.

Stone, Ralph W↗

Performance of Pentaborane, Pentaborane - JP-4 Fuel Mixtures, and Trimethylborate Azeotrope Fuel in a Full-scale Turbojet Engine

This report summarizes the full-scale engine tests of pentaborane, pentaborane - JP-4 fuel mixtures, and trimethylborate azeotrope fuel. The tests were conducted in a full-scale turbojet engine at a simulated altitude of 50,000 feet and Mach number of 0.08. Engine speeds were 90 to 100 percent of rated speed. Pentaborane reduced the the specific fuel consumption to two-thirds that of JP-4 fuel. However, because boron oxide collected in the engine, the performance deteriorated with continued operation of pentaborane in each of the short-duration tests reported.

Breitwiesser, Roland↗

A potential flight evaluation of an upper-surface-blowing/circulation-control-wing concept

The technology data base for powered lift aircraft design has advanced over the last 15 years. NASA's Quiet Short Haul Research Aircraft (QSRA) has provided a flight verification of upper surface blowing (USB) technology. The A-6 Circulation Control Wing flight demonstration aricraft has provide data for circulation control wing (CCW) technology. Recent small scale wind tunnel model tests and full scale static flow turning test have shown the potential of combining USB with CCW technology. A flight research program is deemed necessary to fully explore the performance and control aspects of CCW jet substitution for the mechanical USB Coanda flap. The required hardware design would also address questions about the development of flight weight ducts and CCW jets and the engine bleed-air capabilities vs requirements. NASA's QSRA would be an optimum flight research vehicle for modification to the USB/CCW configuration. The existing QSRA data base, the design simplicity of the QSRA wing trailing edge controls, availability of engine bleed-air, and the low risk, low cost potential of the suggested program is discussed.

Riddle, Dennis W.↗

Wind tunnel tests of the 0.010-scale space shuttle integrated vehicle (model 52-QT) in the NASA/Ames 3.5-foot hypersonic wind tunnel (IA18)

Experimental aerodynamic investigations were conducted in the NASA/Ames Research Center 3.5-foot hypersonic wind tunnel on an 0.010-scale model of the space shuttle integrated vehicle consisting of an orbiter and external tank. The basic hypersonic stability characteristics of the orbiter attached rigidly to the external tank and the basic hypersonic stability characteristics of external tank alone simulating RTLS abort conditions were evaluated. The integrated vehicle was tested at angles of attack from- 8 deg through +30 deg and angles of sideslip of- 8 deg through +8 deg at fixed angles of attack of -4 deg, 0 deg, and +4 deg. A maximum angle of attack range of +15 deg through +40 deg was obtained for this configuration, at Mach number 7.3, for one run only. External tank alone testing was conducted at angles of attack from +8 deg through -30 deg and angles of sideslip of -8 deg at fixed angles of attack of -4 deg, 0 deg and +4 deg. Six-component force data and static base pressures were recorded during the test.

Esparza, V.↗

Small scale noise and wind tunnel tests of upper surface blowing nozzle flap concepts. Volume 1. Aerodynamic test results

The results and analyses of aerodynamic and acoustic studies conducted on the small scale noise and wind tunnel tests of upper surface blowing nozzle flap concepts are presented. Various types of nozzle flap concepts were tested. These are an upper surface blowing concept with a multiple slot arrangement with seven slots (seven slotted nozzle), an upper surface blowing type with a large nozzle exit at approximately mid-chord location in conjunction with a powered trailing edge flap with multiple slots (split flow or partially slotted nozzle). In addition, aerodynamic tests were continued on a similar multi-slotted nozzle flap, but with 14 slots. All three types of nozzle flap concepts tested appear to be about equal in overall aerodynamic performance but with the split flow nozzle somewhat better than the other two nozzle flaps in the landing approach mode. All nozzle flaps can be deflected to a large angle to increase drag without significant loss in lift. The nozzle flap concepts appear to be viable aerodynamic drag modulation devices for landing.

Renselaer, D. J.↗

Simulation of aircraft crash and its validation

NASA Langley Research Center is engaged in an extensive research and development task aimed at providing the general aviation industry with reliable crashworthy airframe design technology. This paper describes the full-scale crash tests of general aviation airplanes being conducted to generate data on simulated crashes and to study the nonlinear dynamic behavior of aircraft structures. Analytical techniques under development for predicting nonlinear behavior of general airframe structures under crash-loading conditions are also described. Data are presented from the full-scale crash tests as well as comparison of analytical predictions with experimental results on some simplified structures.

Hayduk, R. J.↗

Helium-Cooled Black Shroud for Subscale Cryogenic Testing

This shroud provides a deep-space simulating environment for testing scaled-down models of passively cooling systems for spaceflight optics and instruments. It is used inside a liquid-nitrogen- cooled vacuum chamber, and it is cooled by liquid helium to 5 K. It has an inside geometry of approximately 1.6 m diameter by 0.45 m tall. The inside surfaces of its top and sidewalls have a thermal absorptivity greater than 0.96. The bottom wall has a large central opening that is easily customized to allow a specific test item to extend through it. This enables testing of scale models of realistic passive cooling configurations that feature a very large temperature drop between the deepspace-facing cooled side and the Sun/Earth-facing warm side. This shroud has an innovative thermal closeout of the bottom wall, so that a test sample can have a hot (room temperature) side outside of the shroud, and a cold side inside the shroud. The combination of this closeout and the very black walls keeps radiated heat from the sample s warm end from entering the shroud, reflecting off the walls and heating the sample s cold end. The shroud includes 12 vertical rectangular sheet-copper side panels that are oriented in a circular pattern. Using tabs bent off from their edges, these side panels are bolted to each other and to a steel support ring on which they rest. The removable shroud top is a large copper sheet that rests on, and is bolted to, the support ring when the shroud is closed. The support ring stands on four fiberglass tube legs, which isolate it thermally from the vacuum chamber bottom. The insides of the cooper top and side panels are completely covered with 25- mm-thick aluminum honeycomb panels. This honeycomb is painted black before it is epoxied to the copper surfaces. A spiral-shaped copper tube, clamped at many different locations to the outside of the top copper plate, serves as part of the liquid helium cooling loop. Another copper tube, plumbed in a series to the top plate s tube, is clamped to the sidewall tabs where they are bolted to the support ring. Flowing liquid helium through these tubes cools the entire shroud to 5 K. The entire shroud is wrapped loosely in a layer of double-aluminized Kapton. The support ring s inner diameter is the largest possible hole through which the test item can extend into the shroud. Twelve custom-sized trapezoidal copper sheets extend inward from the support ring to within a few millimeters of the test item. Attached to the inner edge of each of these sheets is a custom-shaped strip of Kapton, which is aluminum- coated on the warm-facing (outer) side, and has thin Dacron netting attached to its cold-facing side. This Kapton rests against the test item, but the Dacron keeps it from making significant thermal contact. The result is a non-contact, radiatively reflective thermal closeout with essentially no gap through which radiation can pass. In this way, the part of the test item outside the shroud can be heated to relatively high temperatures without any radiative heat leaking to the inside.

Tuttle, James↗

Results of transonic/supersonic static stability wind tunnel tests of an 0.004-scale space shuttle orbiter model (0A49)

Experimental aerodynamic investigations of the configuration 4 space shuttle orbiter were conducted in the 14-inch trisonic wind tunnel during November and December 1973. Elevon, aileron, bodyflap, speedbrake, rudder effectiveness, and effects of ventral fins were investigated at angles of attack from -10 deg to 40 deg, angles of sideslip from -10 deg to +10 deg, and Mach numbers from 0.6 to 4.96. Resulting six-component static stability data and associated test information are presented.

Allen, E.↗

Results of transonic wind tunnel tests on an 0.010-scale space shuttle mated vehicle model 72-OTS in the LaRC 8-foot TPT (IA43)

Experimental aerodynamic investigations were conducted in NASA/Langley 8-Foot transonic pressure tunnel on a sting mounted 0.010-scale outer mold line model of 104A/B configuration of the Rockwell International space shuttle vehicle. Component aerodynamic force and moment data and base and balance cavity pressures were recorded over an angle of attack range of -10 deg to +10 deg at Mach numbers of 0.6, 0.8, 0.9, 0.98, 1.13, and 1.2. Selected configurations were tested at sideslip angles from -10 deg to +10 deg. For all configurations involving the orbit, wing bending and torsion were measured on the right wing. Inboard elevon setting of 0 deg, +4 deg and +8 deg and outboard settings of 0 deg, +4 deg and +8 deg were tested.

Petrozzi, M. T.↗

Comparisons of flight measurements with predictions from aeroelastic models in the NASA Langley Transonic Dynamics Tunnel

The NASA Langley Transonic Dynamics Tunnel, which has a variable density Freon-12 (or air) test medium, was designed for the study of dynamics and aeroelastic problems of aerospace vehicles. During the 15 years of operation of this facility there have been various opportunities to compare wind tunnel and flight test results. Some of these opportunities arise from routine flight checks of the prototype, others from carefully designed comparative wind tunnel and flight experiments. Data obtained from various sources is presented. The topics covered are: gust and buffet response, control surface effectiveness, flutter, and active control of aeroelastic effects. Some benefits and shortcomings of Freon-12 as a test medium are also discussed. Although areas of uncertainly are evident and there is a continuing need for improvements in model simulation and testing techniques, the results indicate that predictions from aeroelastic model tests are, in general, substantiated by full scale flight tests.

Reed, W. H., III↗

Correlation with flight of some aeroelastic model studies in the NASA Langley transonic dynamics tunnel

The NASA Langley transonic dynamics tunnel, which has a variable density Freon-12 (or air) test medium, was designed specifically for the study of dynamics and aeroelastic problems of aerospace vehicles. During the 15 years of operation of this facility, there have been various opportunities to compare wind tunnel and flight test results. Some of these opportunities arise from routine flight checks of the prototypes; others, from carefully designed comparative wind-tunnel and flight experiments. Such data obtained from various published and unpublished sources are presented. The topics covered are: gust and buffet response, control surface effectiveness, flutter, and active control of aeroelastic effects. Some benefits and shortcomings of Freon-12 as a test medium are also discussed. Although areas of uncertainty are evident and there is a continuing need for improvements in model simulation and testing techniques, the results presented indicate that predictions from aeroelastic model tests are, in general, substantiated by full scale flight tests.

Reed, W. H., III↗

Results of tests using a 0.0125-scale model (70-QT) of the space shuttle vehicle orbiter in the AEDC VKF tunnel B (IA22), volume 2

Tabulated data of an experimental investigation are presented which was conducted in the AEDC/VKF Tunnel B to obtain interaction effects of RCS thruster jet plumes on SSV aerodynamics during staging to simulate RTLS abort. Interaction effects of the orbiter RCS thruster jet plumes on the orbiter and ET aerodynamics were investigated. RCS thruster jet plumes were simulated using both air and a 15 percent argon 85 percent helium gas mixture. The ET angle of attack range was -40 to +25 deg at sideslip angles of 0, 3, and 6 degrees. Orbiter angle of attack was varied from -15 to +10 degrees at sideslip angles of 0 and 3 deg. External tank full scale separation distances simulated were 0 to 1400 in. axially; 0 to 54 in. laterally; and a range of -100 to 1000 in. vertically. Data were also obtained on the ET in the interference-free flow field. Quiescent (no tunnel flow) thruster plume interaction data were obtained on the orbiter and orbiter-ET combination. Tests were conducted at Mach number 6 and a Reynolds number of 0.86 million per foot.

Daileda, J. J.↗

Low-speed aerodynamic characteristics from wind-tunnel tests of a large-scale advanced arrow-wing supersonic-cruise transport concept

Tests have been conducted to extend the existing low speed aerodynamic data base of advanced supersonic-cruise arrow wing configurations. Principle configuration variables included wing leading-edge flap deflection, wing trailing-edge flap deflection, horizontal tail effectiveness, and fuselage forebody strakes. A limited investigation was also conducted to determine the low speed aerodynamic effects due to slotted training-edge flaps. Results of this investigation demonstrate that deflecting the wing leading-edge flaps downward to suppress the wing apex vortices provides improved static longitudinal stability; however, it also results in significantly reduced static directional stability. The use of a selected fuselage forebody strakes is found to be effective in increasing the level of positive static directional stability. Drooping the fuselage nose, which is required for low-speed pilot vision, significantly improves the later-directional trim characteristics.

Smith, P. M.↗

CF6 jet engine performance improvement program. Short core exhaust nozzle performance improvement concept

The short core exhaust nozzle was evaluated in CF6-50 engine ground tests including performance, acoustic, and endurance tests. The test results verified the performance predictions from scale model tests. The short core exhaust nozzle provides an internal cruise sfc reduction of 0.9 percent without an increase in engine noise. The nozzle hardware successfully completed 1000 flight cycles of endurance testing without any signs of distress.

Fasching, W. A.↗

CF6-50 Short Core Exhaust Nozzle

The General Electric CF6-50 engine nacelle was originally equipped with both fan nozzle and core nozzle thrust reversers. Many airline operators later deactivated the core reverser. Elimination of the core reverser enabled design changes to be made to help improve performance. A reduction in core nozzle length of approximately two feet was possible. This concept, defined as the Short Core Exhaust Nozzle, was evaluated in engine ground tests, including performance, acoustic, and endurance tests under the NASA/Lewis Engine Component Improvement Program. The test results verified the performance predictions from scale model tests. The Short Core Exhaust Nozzle provides an internal cruise SFC reduction of 0.9% without an increase in engine noise. The nozzle hardware successfully completed 1000 flight cycles of endurance testing with no signs of distress.

Dusa, D. J.↗