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At least 1,099 records · Page 61

Methods for In-Flight Wing Shape Predictions of Highly Flexible Unmanned Aerial Vehicles: Formulation of Ko Displacement Theory

The Ko displacement theory is formulated for a cantilever tubular wing spar under bending, torsion, and combined bending and torsion loading. The Ko displacement equations are expressed in terms of strains measured at multiple sensing stations equally spaced on the surface of the wing spar. The bending and distortion strain data can then be input to the displacement equations to calculate slopes, deflections, and cross-sectional twist angles of the wing spar at the strain-sensing stations for generating the deformed shapes of flexible aircraft wing spars. The displacement equations have been successfully validated for accuracy by finite-element analysis. The Ko displacement theory that has been formulated could also be applied to calculate the deformed shape of simple and tapered beams, plates, and tapered cantilever wing boxes. The Ko displacement theory and associated strain-sensing system (such as fiber optic sensors) form a powerful tool for in-flight deformation monitoring of flexible wings and tails, such as those often employed on unmanned aerial vehicles. Ultimately, the calculated displacement data can be visually displayed in real time to the ground-based pilot for monitoring the deformed shape of unmanned aerial vehicles during flight.

Ko, William L.↗

Investigation at Mach Numbers of 0.60 to 3.50 of Blended Wing-Body Combinations with Cambered and Twisted Wings with Diamond, Delta and Arrow Plan Forms

This investigation is a continuation of the experimental and theoretical evaluation of blended wing-body combinations. The basic diamond, delta, and arrow plan forms which had an aspect ratio of 2 with leading-edge sweeps of 45.00 deg., 59.04 deg., and 70.82 deg. and trailing edge of -45.00 deg., -18.43 deg., and 41.19 deg., respectively, are used herein as standards for evaluating the effects of camber and warp. The wing thickness distributions were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing camber and warp were computed to try to obtain nearly elliptical spanwise and chordwise load distributions for each plan form and thus to obtain low drag due to lift for a range of Mach numbers for which the velocities normal to the wing leading edge are subsonic. Elliptical chordwise load distributions were not possible for the plan forms and design conditions selected, so these distributions were somewhat different for each plan form. The models were tested with transition fixed at Mach numbers from 0.60 to 3.50 and at Reynolds numbers, based on the mean aerodynamic chord of the wing, of roughly 4,000,000 to 9,000,000. At speeds where the velocities normal to the wing leading edges were supersonic, an increase in the experimental wave-drag coefficients due to camber and twist was evident, but this penalty decreased with increased sweep. Thus the minimum wave-drag coefficients for the cambered arrow model were almost identical with the zero-lift wave- drag coefficients for the uncambered arrow model at all test Mach numbers.

Holdaway, George H.↗

Quantitative Characterization of Impacts of Coupled Geomechanics and Flow on Safe and Permanent Geological Storage of CO 2 in Fractured Aquifers

This is the final scientific report for the award DE-FE0023305, entitled “Quantitative Characterization of Impacts of Coupled Geomechanics and Flow on Safe and Permanent Geological Storage of CO 2 in Fractured Aquifers.” The work has been divided into six tasks. In Task 2, we characterized rock properties, which are important when developing a quantitative approach for understanding and predicting geomechanical effects on large-scale CO 2 injection and long-term storage in the subsurface. Rock properties of interest for this characterization include porosity, permeability, elastic constants, strength, and heat capacity. We measured rock properties for three different rock types: concrete, sandstone and shale. These properties were obtained from the acoustic measurement, permeability and porosity measurement, Brazilian test, the uniaxial compressive test, and heat capacity measurement. Then, using the Brazilian technique to fracture samples, we measured their permeability under brine injection for varying effective stresses, followed by similar measurements of permeability under sc-CO 2 injection. Permeability to brine and sc-CO 2 decreased as the effective stress increased. The apparent permeability to sc-CO 2 was an order of magnitude less than that for brine, a consequence of CO 2 being the non-wetting fluid. In Task 3, we developed understandings and correlations for CO 2 injection pressure induced fracturing. We initially fractured four eight inch cubes of concrete with brine to establish a standard test procedure. Then, additional concrete samples were fractured using brine. Confining stresses were exerted on the samples and brine was injected at a constant rate into a borehole that was previously drilled into the concrete cube. The borehole pressure was measured and fracture initiation was identified as a peak in the pressure profile. That was followed by fracture propagation, which was identified as a plateau in the pressure profile, and finally the fracture reached the sample surface. The sample surfaces were photographed before and after fracturing, which enabled determination of where the fracture reached the sample surface. Afterwards, aqueous food dye solution was injected into the fractured concrete samples to color the fracture planes. The borehole was filled with food dye solution in advance, a gas pulse was transmitted to the borehole, and the borehole was then shut in to allow the food dye to be driven into existing fractures. Then, the concrete samples were broken down by high-pressure gas injection to reveal the geometry and morphology of the hydraulic fractures. In addition, acoustic measurements were conducted on multiple locations on each face of the concrete samples before and after injection for comparison. This comparison was used to confirm changes in the internal structure of the concrete sample, namely the formation of fractures. There were six concrete samples fractured with brine. Afterwards, concrete samples were fracture using sc-CO 2 . The main change in experimental procedure was the inclusion of temperature control, since in the field, we mostly encounter temperature and pressure conditions above the supercritical point of CO 2 . The concrete samples were pre-heated in an oven to elevate their temperature, and thermal tape was used to heat the CO 2 to a temperature above its supercritical temperature. Two concrete samples were fractured using liquid CO 2 , four concrete samples were fractured using gaseous CO 2 , and twenty two concrete samples were fractured using sc-CO 2 . For the concrete samples fractured using sc-CO 2 , three had pre-existing hydraulic fractures on the surface near the wellbore, and two were water saturated (as opposed to containing only air). Two concrete samples were composite samples, with a high permeability ball in the center, in order to represent CO 2 injection into a high permeability zone surrounded by a low permeability sealing formation. Later, we fractured five shale samples, obtained from the Niobrara shale outcrop, with sc-CO 2 . The injection rate was constant, confining stresses were applied, the shale samples were pre-heated in an oven to the desired temperature, and the sample was then fractured. An analysis of the failure type was done for many of the concrete samples, based on the predicted break down pressure for tensile and shear failure, and it was found that most samples fractured due to shear failure. Also, the presence of induced fractures has little to no effect on the fracture initiation pressure, but significantly changes the fracture morphology. The CO 2 fracturing in water saturated samples behaved much similar to brine induced fracturing. There was a significant difference of breakdown pressure for injection of CO 2 and brine, where the breakdown pressure for CO 2 induced fracturing is generally around the minimum horizontal stress and that for brine is much higher. Finally, the fracture orientation for most samples with large confining stress differential was perpendicular to the minimum horizontal stress. When the stress differential, especially the difference between the two directions with the smallest stresses was small, the fracture orientation was determined not only by the minimum stress direction, but also the magnitude of the confining stress, the tensile strength of the rock, and the breakdown pressure. In Task 4, we modified our coupled flow-geomechanical models to model fracture growth and propagation in storage formations and caprocks. These flow-geomechanical models are TOUGH2-CSM and TOUGH2-FLAC. The TOUGH2-CSM fluid and heat flow formulation is based on the TOUGH2 formulation of mass and energy conservation equations that govern fluid and heat flow in general multiphase, multicomponent, multi-porosity systems. The TOUGH2-CSM simplified geomechanical formulation is based on the linear theory of elasticity applied to multi-porosity non-isothermal (thermo-multi-poroelastic) media. We previously derived, from the fundamental relations of the linear theory of elasticity, an equation relating mean stress, pore pressures, temperatures, and body force (the Mean Stress equation) that we added to the TOUGH2-CSM fluid and heat flow equations. We extended the TOUGH2-CSM simplified geomechanical formulation to calculate the entire stress tensor by deriving equations for stress tensor components from derivatives of the Cartesian thermo-multi-poroelastic Navier equation components. In addition, we derived equations for stress tensor components in rz-coordinates. We solved these geomechanical equations using the integral finite difference method. This method utilizes momentum fluxes obtained by “factoring” a divergence operator out of each geomechanical equation. In Task 5, we did a literature survey to determine suitable correlations for fracture initiation, growth, and propagation. After surveying numerous papers, we modified TOUGH2-CSM to model stress dependent fracture initiation and growth using the Mohr-Coulomb criterion for shear failure in faults and caprock and the condition of negative minimum effective stress for tensile failure. Tensile failure results in a fracture whose width depends on the difference between fracture pressure and minimum stress and whose propagation is based on the difference between the stress intensity factor at the fracture tip and the rock toughness. The TOUGH-FLAC model is based on the FLAC3D ubiquitous joint model, extended for the modeling of permeability changes induced by changes in effective normal stress across fractures as well permeability changes caused by shearing along fractures. In Task 6, we validated our coupled flow-geomechanical models using analytical solutions and problems from the literature. We validated the TOUGH2-CSM modifications using analytical solutions to the displacement from a uniform load on a semi-infinite elastic medium and the two-dimensional Mandel-Cryer effect. Those were followed by a sample problem to test our stress tensor calculations, which was for injection into a single-phase reservoir with constant properties. Comparisons of our simulator to published results were done on for the depletion of a single-phase reservoir with stress dependent porosity, two examples from the In Salah gas project, an axisymmetric baserock–reservoir–caprock system with a normal faulting stress regime that had thermally induced shear stresses, simulations of CO 2 leakage through caprock in a two-dimensional reservoir in Cartesian coordinates, and predictions of caprock failure from CO 2 injection into an axisymmetric reservoir. Finally, we simulated CO 2 injection pressure-induced fracturing from one of our laboratory studies, Sample 39, and obtained a fracture profile. We also validated the TOUGH2-FLAC model for fluid driven fracture growth against solutions based on the KGD model and a case with an inclined fracture that was loaded from the boundaries to achieve wing-crack propagation. The strain softening tensile behavior and softening of modulus considering a simple damage approach was verified by a simulation representing hydraulic fracturing stress measurement around a vertical well. Finally, the model was validated against deep fracture zone opening and surface uplift at In Salah with inverses analysis used to improve the match of simulation with field data. In Task 7, we developed a scheme based on inverse modeling that can be used to identify caprock leakage. Injection of fluid into a reservoir results in a time varying pressure profile that depends on the properties of the rock and the fluid. The presence of significant caprock leakage would effect this pressure profile and we used inverse modeling, namely the Levenberg-Marquardt method, to determine the leakage location from the pressure profile. A two-dimensional and a three-dimensional example based on published data were presented. The published simulation was run and its results were considered as “field” data. In the two-dimensional example, a simulation of CO 2 injection into a two-dimensional aquifer-caprock system, the caprock had a vertical fault through which leakage could occur. The location of this leakage was obtained from our inverse modeling scheme. In the three-dimensional example, the simulation domain had four geological layers, one of which was the injection zone that contained a horizontal injection well. We simulated fractures as high permeability gridblocks, introduced a fracture that spanned the caprock depth, and ran a simulation to obtain “field” data. Then, using our inverse modeling scheme, we obtained the location of that fracture.

58 GEOSCIENCES↗

Accuracy of State-of-the-Art Actuator-Line Modeling for Wind Turbine Wakes

The current actuator line method (ALM) within an OpenFOAM computational fluid dynamics (CFD) solver was used to perform simulations of the NREL Phase VI rotor under rotating and parked conditions, two fixed-wing designs both with an elliptic spanwise loading, and the NREL 5-MW turbine. The objective of this work is to assess and improve the accuracy of the state-of-the-art ALM in predicting rotor blade loads, particularly by focusing on the method used to project the actuator forces onto the flow field as body forces. Results obtained for sectional normal and tangential force coefficients were compared to available experimental data and to the in-house performance code XTurb-PSU. It was observed that the ALM results agree well with measured data and results obtained from XTurb-PSU except in the root and tip regions if a three-dimensional Gaussian of width, ε, constant along the blade span is used to project the actuator force onto the flow field. A new method is proposed where the Gaussian width, ε, varies along the blade span following an elliptic distribution. A general criterion is derived that applies to any planform shape. It is found that the new criterion for ε leads to improved prediction of blade tip loads for a variety of blade planforms and rotor conditions considered.

17 WIND ENERGY↗

Optimal payload ascent trajectories of winged vehicles

A trajectory analysis is presented which shows the advantage of lifting ascent and the penalties associated with increased wing mass due to increases in aerodynamic loading. The vehicle analyzed is made up of an orbiter, an expendable liquid fuel tank, and two solid rocket motors. Results of the tradeoff are illustrated in a graph of the total vehicle mass plotted against the trajectory constraint. Results indicate that even when structural mass penalties are considered lifting ascent provides a payload delivery.

Martin, J. A.↗

Applications of a quadratic extended interior penalty function for structural optimization

A quadratic extended interior penalty function formulation especially well suited for second-order unconstrained optimization procedures is presented. Analytical derivatives of constraints and an approximate analysis technique are used. Minimum-mass design results are presented which indicate that the combination of these procedures can help make mathematical programming a useful optimization tool for large-order structural design problems with a large number of design variables and multiple constraints. Examples include statically loaded high- and low-aspect-ratio wings simultaneously subjected to stress, displacement, minimum gage and, in some cases, maximum strain constraints.

Haftka, R. T.↗

Results of static tests of a 1/4 scale model of the Boeing YC-14 powered-lift system

One quarter scale static ground tests of the Boeing YC-14 powered lift system were conducted for correlation with full scale test results. The 1/4 scale model utilized a JT-15D turbofan engine to represent the CF6-50D engine employed on the YC-14 advanced medium STOL transport prototype aircraft. The tests included evaluation of static turning performance, static surface pressure and temperature distributions, fluctuating loads, and accelerations of portions of the wing, flaps, and fuselage. Results are presented for the landing flap configuration over an appropriate range of fan pressure ratio as affected by several variables including ground height and vortex generator modifications. Static turning angles of the order of 60 deg were obtained. The highest surface pressures and temperatures were concentrated over the upper surface of the flaps in the region immediately aft of the upper surface blown nozzle.

Hassell, J. L., Jr.↗

A method for the design of transonic flexible wings

Methodology was developed for designing airfoils and wings at transonic speeds which includes a technique that can account for static aeroelastic deflections. This procedure is capable of designing either supercritical or more conventional airfoil sections. Methods for including viscous effects are also illustrated and are shown to give accurate results. The methodology developed is an interactive system containing three major parts. A design module was developed which modifies airfoil sections to achieve a desired pressure distribution. This design module works in conjunction with an aerodynamic analysis module, which for this study is a small perturbation transonic flow code. Additionally, an aeroelastic module is included which determines the wing deformation due to the calculated aerodynamic loads. Because of the modular nature of the method, it can be easily coupled with any aerodynamic analysis code.

Smith, Leigh Ann↗

Longitudinal Aerodynamic Characteristics to Large Angles of Attack of a Cruciform Missile Configuration at a Mach Number of 2

The lift, pitching-moment, and drag characteristics of a missile configuration having a body of fineness ratio 9.33 and a cruciform triangular wing and tail of aspect ratio 4 were measured at a Mach number of 1.99 and a Reynolds number of 6.0 million, based on the body length. The tests were performed through an angle-of-attack range of -5 deg to 28 deg to investigate the effects on the aerodynamic characteristics of roll angle, wing-tail interdigitation, wing deflection, and interference among the components (body, wing, and tail). Theoretical lift and moment characteristics of the configuration and its components were calculated by the use of existing theoretical methods which have been modified for application to high angles of attack, and these characteristics are compared with experiment. The lift and drag characteristics of all combinations of the body, wing, and tail were independent of roll angle throughout the angle-of-attack range. The pitching-moment characteristics of the body-wing and body-wing- tail combinations, however, were influenced significantly by the roll angle at large angles of attack (greater than 10 deg). A roll from 0 deg (one pair of wing panels horizontal) to 45 deg caused a forward shift in the center of pressure which was of the same magnitude for both of these combinations, indicating that this shift originated from body-wing interference effects. A favorable lift - interference effect (lift of the combination greater than the sum of the lifts of the components) and a rearward shift in the center of pressure from a position corresponding to that for the components occurred at small angles of attack when the body was combined with either the exposed wing or tail surfaces. These lift and center-of-pressure interference effects were gradually reduced to zero as the angle of attack was increased to large values. The effect of wing-tail interference, which influenced primarily the pitching-moment characteristics, is dependent on the distance between the wing trailing vortex wake and the tail surfaces and thus was a function of angle of attack, angle of roll, and wing- tail interdigitation. Although the configuration at zero roll with the wing and tail in line exhibited the least center-of-pressure travel, the configuration with the wing and tail interdigitated had the least change in wing- tail interference over the angle - of-attack range. The lift effectiveness of the variable-incidence wing was reduced by more than 70 percent as a result of an increase in the combined angle of attack and wing incidence from 0 deg to 40 deg center dot The wing- tail interference (effective downwash at the tail) due to wing deflection was nearly zero as a result of a region of negative vorticity shed from the inboard portion of the wing. The lift characteristics of the configuration and its components were satisfactorily predicted by the calculated results, but the pitching moments at large angles of attack were not because of the influence of factors for which no adequate theory is available, such as the variation of the cross flow drag coefficient along the body and the effect of the wing downwash field on the after body loading.

Spahr, J Richard↗

Static Aeroelastic Analysis of Transonic Wind Tunnel Models Using Finite Element Methods

A computational method for accurately predicting the static aeroelastic deformations of typical transonic transport wind tunnel models is described. The method utilizes a finite element method (FEM) for predicting the deformations. Extensive calibration/validation of this method was carried out using a novel wind-off wind tunnel model static loading experiment and wind-on optical wing twist measurements obtained during a recent wind tunnel test in the National Transonic Facility (NTF) at NASA LaRC. Further validations were carried out using a Navier-Stokes computational fluid dynamics (CFD) flow solver to calculate wing pressure distributions about several aeroelastically deformed wings and comparing these predictions with NTF experimental data. Results from this aeroelastic deformation method are in good overall agreement with experimentally measured values. Including the predicted deformations significantly improves the correlation between CFD predicted and experimentally measured wing & pressures.

Hooker, John R.↗

Videometric Applications in Wind Tunnels

Videometric measurements in wind tunnels can be very challenging due to the limited optical access, model dynamics, optical path variability during testing, large range of temperature and pressure, hostile environment, and the requirements for high productivity and large amounts of data on a daily basis. Other complications for wind tunnel testing include the model support mechanism and stringent surface finish requirements for the models in order to maintain aerodynamic fidelity. For these reasons nontraditional photogrammetric techniques and procedures sometimes must be employed. In this paper several such applications are discussed for wind tunnels which include test conditions with Mach number from low speed to hypersonic, pressures from less than an atmosphere to nearly seven atmospheres, and temperatures from cryogenic to above room temperature. Several of the wind tunnel facilities are continuous flow while one is a short duration blowdown facility. Videometric techniques and calibration procedures developed to measure angle of attack, the change in wing twist and bending induced by aerodynamic load, and the effects of varying model injection rates are described. Some advantages and disadvantages of these techniques are given and comparisons are made with non-optical and more traditional video photogrammetric techniques.

Burner, A. W.↗

Method for Estimating Operational Loads on Aerospace Structures Using Span-Wisely Distributed Surface Strains

This report presents a new method for estimating operational loads (bending moments, shear loads, and torques) acting on slender aerospace structures using distributed surface strains (unidirectional strains). The surface strain-sensing stations are to be evenly distributed along each span-wise strain-sensing line. A depth-wise cross section of the structure along each strain-sensing line can then be considered as an imaginary embedded beam. The embedded beam was first evenly divided into multiple small domains with domain junctures matching the strain-sensing stations. The new method is comprised of two steps. The first step is to determine the structure stiffness (bending or torsion) using surface strains obtained from a simple bending (or torsion) loading case, for which the applied bending moment (or torque) is known. The second step is to use the strain-determined structural stiffness (bending or torsion), and a new set of surface strains induced by any other loading case to calculate the associated operational loads (bending moments, shear loads, or torques). Performance of the new method for estimating operational loads was studied in light of finite-element analyses of several example structures subjected to different loading conditions. The new method for estimating operational loads was found to be fairly accurate, and is very promising for applications to the flight load monitoring of flying vehicles with slender wings.

Ko, William L.↗

Topology Optimization of Low-Speed Aeroelastic Wind Tunnel Models

The goal of this work is to utilize topology optimization methods to obtain low-speed flexible wind tunnel models with simple jig outer mold lines, but highly-tuned aeroelastic flutter behavior. The wing is conceptually constructed with commonly-available 3D printed materials, of which the optimizer may select one of two at every location in the wing; a stiffer material meant to bear the loads, and a softer rubber-like material for space filling, and to form the outer mold line, where needed. Results are shown for three topological parameterizations: 2D topologies with a fixed nondesignable plate through the camber line, 2D parameterizations without the plate, and 3D parameterizations where the topology can vary though the depth of the wing, at a given planform location.

Aeroelasticity↗

Introduction of the M-85 high-speed rotorcraft concept

As a result of studying possible requirements for high-speed rotorcraft and studying many high-speed concepts, a new high-speed rotorcraft concept, designated as M-85, was derived. The M-85 is a helicopter that is reconfigured to a fixed-wing aircraft for high-speed cruise. The concept was derived as an approach to enable smooth, stable conversion between fixed-wing and rotary-wing while retaining hover and low-speed flight characteristics of a low disk loading helicopter. The name, M-85, reflects the high-speed goals of 0.85 Mach number at high altitude. For a high-speed rotorcraft, it is expected that a viable concept must be a cruise-efficient, fixed-wing aircraft so it may be attractive for a multiplicity of missions. It is also expected that a viable high-speed rotorcraft concept must be cruise efficient first and secondly, efficient in hover. What makes the M-85 unique is the large circular hub fairing that is large enough to support the aircraft during conversion between rotary-wind and fixed-wing modes. With the aircraft supported by this hub fairing, the rotor blades can be unloaded during the 100 percent change in rotor rpm. With the blades unloaded, the potential for vibratory loads would be lessened. In cruise, the large circular hub fairing would be part of the lifting system with additional lifting panels deployed for better cruise efficiency. In hover, the circular hub fairing would slightly reduce lift potential and/or decrease hover efficiency of the rotor system. The M-85 concept is described and estimated forward flight performance characteristics are presented in terms of thrust requirements and L/D with airspeed. The forward flight performance characteristics reflect recent completed wind tunnel tests of the wing concept. Also presented is a control system technique that is critical to achieving low oscillatory loads in rotary-wing mode. Hover characteristics, C(sub p) versus C(sub T) from test data, is discussed. Other techniques pertinent to the M-85 concept such as passively controlling inplane vibration during starting and stopping of the rotor system, aircraft control system, and rotor drive technologies are discussed.

Stroub, Robert H.↗

Development of composite wing carrythrough bulkheads for fighter aircraft

Potential weight savings due to the use of composite materials for highly loaded primary structures are being demonstrated through the design, fabrication, and test of an all composite wing carrythrough bulkhead for the F/A-18 fighter aircraft. A one piece composite design which results in a 24 percent weight savings, relative to the existing aluminum bulkhead, was developed. Critical details of this design were evaluated through element tests, and a full scale prototype component was fabricated. The structural integrity of this design will be demonstrated in a comprehensive full scale test program.

Goering, J. C.↗

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression

of a two part document. Part 2 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models, Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation." A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a semispan, aeroelastically scaled, wind tunnel model of a flying wing SensorCraft vehicle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree of freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid body modes. Gust load alleviation (GLA) and Body freedom flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort.

Scott, Robert C.↗

Data from a Static-Thrust Investigation of Large-Scale General Research VTOL-STOL Model in Ground Effect

The model was tested at two different elevations with the wing pivot at 1.008 and 2.425 propeller diameters above the ground. The slipstream of the propellers was deflected by tilting the wing and propellers, by deflections of large-chord trailing-edge flaps, and by combinations of flap deflection and wing tilt. Tests were conducted over a range of propeller disk loadings from 7.41 to 29.70 pounds per square foot. Force data for the complete model and pressure distributions for the wing and flaps behind one propeller were recorded and are presented in tabular form without analysis.

Huston, Robert J.↗

Assessment of the Shuttle Orbiter Thermal Protection System undensified tiles under mission dynamic loads

A description is provided of the results of a series of base driven random dynamic load tests of the Thermal Protection System (TPS). The results were used to insure the integrity of the undensified TPS prior to the first flight in the wing and mid-fuselage region. The number of specimens and the load ranges investigated were limited. Attention is given to the test specimens, the test procedure, a data analysis, and a discussion of the results. All specimens for both the wing and mid-fuselage regions survived an equivalent of 72 ascent missions and exhibited residual static strength greater than their original proof loads. These results indicate that the undensified tiles had sufficient strength to withstand ascent loads during the first flight.

Cooper, P. A.↗