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At least 1,117 records · Page 62
All sourcesNASA NTRSDOE OSTI
NASA NTRS1973

Low-speed wind tunnel investigation of a semispan STOL jet transport wing body with an upper surface blown jet flap

An investigation of the static longitudinal aerodynamic characteristics of a semispan STOL jet transport wing-body with an upper-surface blown jet flap for lift augmentation was conducted in a low-speed wind tunnel having a 12-ft octagonal test section. The semispan swept wing had an aspect ratio of 3.92 (7.84 for the full span) and had two simulated turbofan engines mounted ahead of and above the wing in a siamese pod equipped with an exhaust deflector. The purpose of the deflector was to spread the engine exhaust into a jet sheet attached to the upper surface of the wing so that it would turn downward over the flap and provide lift augmentation. The wing also had optional boundary-layer control provided by air blowing through a thin slot over a full-span plain trailing-edge flap.

Phelps, A. E., III↗
NASA NTRS1973

Oblique-wing sonic boom

An investigation was conducted to determine the magnitude of the groundtrack overpressure generated by an oblique-wing transport cruising at Mach 1.4 at 45,000 ft. A conventional swept-wing configuration was included in the study to provide a basis of comparison for the oblique-wing configuration. The results of the investigation have shown that the oblique-wing configuration produces less sonic boom overpressure at cruise lift coefficient than the swept-wing vehicle.

Hicks, R. M.↗
NASA NTRS1972

Survey of wing and flap lower-surface temperatures and pressures during full-scale ground tests of an externally blown flap system

Full-scale ground tests of an externally blown flap system were made using the wing of an F-111B airplane and a CF700 engine. Pressure and temperature distributions were determined on the undersurface of the wing, vane, and flap for two engine exhaust nozzles (conical and daisy) at several engine power and engine/wing positions. The tests were made with no airflow over the wing. The leading-edge wing sweep angle was fixed at 26 deg, the angle of incidence between the engine and the wing was fixed at 3 deg, and the tests were conducted with the flap retracted, extended and deflected 35 deg, and extended and deflected 60 deg. The integrated local pressures on the undersurface of the flap produced loads approximately three times as great at the 60 deg flap position as at the 35 deg flap position. With both nozzle configurations, more than 90 percent of the integrated pressure loads were contained within plus or minus 20 percent of the flap span centered around the engine exhaust centerline. The maximum temperature recorded on the flaps was 218 C (424 F) for the conical nozzle and 180 C (356 F) for the daisy nozzle.

Hughes, D. L.↗
NASA NTRS1973

Parametric studies of the wing flutter behavior of a STOL transport.

A computer study was conducted to evaluate the effects of variations in the principal structural parameters on the wing flutter behavior of a four-engine STOL transport configuration having relatively low inplane wing stiffness and heavy engines. The wing structure was represented by a finite-element model which included the coupling between inplane and out-of-plane motion of the wing induced by the offset engine masses. The parameters which were varied were engine mass, pylon stiffness, and the inplane stiffness of the wing. It was found that the value of inplane stiffness for best flutter performance lies substantially below the range encountered in conventional designs. For engine weights in the medium-to-heavy range, the best inplane stiffness provided a dramatic improvement in flutter performance over that for infinite inplane stiffness, while for the lightest engines the improvement was moderate.

Kyser, A. C.↗
NASA NTRS1973

Unsteady aerodynamic analysis of space shuttle vehicles. Part 2: Steady and unsteady aerodynamics of sharp-edged delta wings

An analysis of the steady and unsteady aerodynamics of sharp-edged slender wings has been performed. The results show that slender wing theory can be modified to give the potential flow static and dynamic characteristics in incompressible flow. A semiempirical approximation is developed for the vortex-induced loads, and it is shown that the analytic approximation for sharp-edged slender wings gives good prediction of experimentally determined steady and unsteady aerodynamics at M = 0 and M = 1. The predictions are good not only for delta wings but also for so-called arrow and diamond wings. The results indicate that the effects of delta planform lifting surfaces can be included in a simple manner when determining elastic launch vehicle dynamic characteristics. For Part 1 see (N73-32763).

Ericsson, L. E.↗
NASA NTRS1974

Development and flight tests of a gyro-less wing leveler and directional autopilot

A gyro-less wing leveler and directional autopilot were developed and flight tested in a single-engine light airplane. The primary purpose of the project was to develop a simple, reliable, low-cost stability augmentation and autopilot system for light aircraft. The wing leveler used a fluidic inertial rate sensor, electronic signal processing circuitry, and vacuum operated servos. A strap-down magnetic heading reference of simple design provided the wing leveler with directional autopilot capability. Flight tests indicated that the performance of the gyro-less wing leveler was equal to that of a commercial wing leveler using a gyroscopic rate sensor. Drift-free, long-term, heading-hold capability of the magnetic heading reference was demonstrated.

Garner, H. D.↗
NASA NTRS1974

Wind tunnel investigation of a large-scale semispan model with an unswept wing and an upper-surface blown jet flat

An investigation of the static longitudinal aerodynamic characteristics of a large-scale semispan model with an unswept wing and an upper-surface blown jet flap for lift augmentation was conducted in the Langley full-scale tunnel. The wing had an aspect ratio of 7.8 (3.9 for the semispan) and a simulated turbofan engine mounted ahead of and above the wing in a nacelle with a rectangular-exit nozzle. The flap system had three spanwise flap segments: (1) an inboard plain flap located behind the engine and having a large radius of curvature to provide a smooth upper surface to enhance the turning of the jet sheet, (2) a double-slotted midspan flap, and (3) a drooped aileron equipped with blowing boundary-layer control. The wing was also equipped with a full-span leading-edge Krueger flap with blowing boundary-layer control. In addition to the aerodynamic measurements, noise measurements were also included in the investigation for positions above and below the wing.

Smith, C. C., Jr.↗
NASA NTRS1974

Transonic flutter study of a 50.5 deg cropped-delta wing with two rearward-mounted nacelles

Transonic flutter characteristics of three geometrically similar delta-wing models were experimentally determined in the Langley transonic dynamics tunnel at Mach numbers from about 0.6 to 1.2. The models were designed to be simplified versions of an early supersonic transport wing design. The model was an aspect-ratio-1.28 cropped-delta wing with a leadingedge sweep of 50.5 deg. The flutter characteristics obtained for this wing configuration indicated a minimum flutter-speed index near a Mach number of 0.92 and a transonic compressibility dip amounting to about a 27-percent decrease in the flutter-speed index relative to the value at a Mach number of 0.6. Analytical studies were performed for one wing model at Mach numbers of 0.6, 0.7, 0.8, and 0.9 by using both doublet-lattice and lifting-surface (kernel-function) unsteady aerodynamic theory. A comparison of the analytical and experimental flutter results showed good agreement at all Mach numbers investigated.

Sandford, M. C.↗
NASA NTRS1974

Subsonic and supersonic longitudinal stability and control characteristics of an aft tail fighter configuration with cambered and uncambered wings and uncambered fuselage

An investigation has been made in the Mach number range from 0.20 to 2.16 to determine the longitudinal aerodynamic characteristics of a fighter airplane concept. The configuration concept employs a single fixed geometry inlet, a 50 deg leading-edge-angle clipped-arrow wing, a single large vertical tail, and low horizontal tails. The wing camber surface was optimized in drag due to lift and was designed to be self-trimming at Mach 1.40 and at a lift coefficient of 0.20. An uncambered or flat wing of the same planform and thickness ratio was also tested. However, for the present investigation, the fuselage was not cambered. Further tests should be made on a cambered fuselage version, which attempts to preserve the optimum wing loading on that part of the theoretical wing enclosed by the fuselage.

Dollyhigh, S. M.↗
NASA NTRS1974

Transonic transport wings - Oblique or swept

A comparative evaluation of fixed-geometry and variable-sweep wing designs, a fixed delta wing, and oblique wings with a single body or two bodies suggests that an oblique wing is preferable in a transonic transport aircraft in terms of gross weight, fuel consumption, and aircraft noise, and also shows an acceptable aeroelastic stability. Further studies are, however, needed to develop the full potential of the oblique-wing concept, including its economic implications.

Jones, R. T.↗
NASA NTRS1974

Computation of transonic flow about lifting wing-cylinder combinations

Some results are described for a lifting rectangular wing centrally located on a circular-cylindrical body. This simple configuration has been utilized in order to assess the merits of a mapping technique for wing-body configurations. The procedure employed makes use of a coordinate transformation to simplify specification of the surface boundary condition in the computation of the flow about the wing. The method can be extended to incorporate wing sweep, finite length body of noncircular cross section, and arbitrary wing placement; however, these extensions involve a considerable increase in complexity of the problem.

Klunker, E. B.↗
NASA NTRS1974

Subsonic and transonic hinge moment and wing bending/torsion characteristics of .015 scale space shuttle models 49-0 and 67-TS in the Rockwell International trisonic wind tunnel (IA70), volume 1

Experimental aerodynamic investigations were conducted on an 0.015-scale representation of the integrated space shuttle launch vehicle in the trisonic wind tunnel. The primary test objective was to obtain subsonic and transonic elevon and bodyflap hinge moments and wing bending-torsion moments in the presence of the launch vehicle. Wing pressures were also recorded for the upper and lower right wing surfaces at two spanwise stations. The hinge moment, wing bending/torsion moments and wing pressure data were recorded over an angle-of-attack (alpha) range from -8 deg to +8 deg, and angle-of-sideslip (beta) range from -8 deg to +8 deg and at Mach numbers of 0.90, 1.12, 1.24 and 1.50. Tests were also conducted to determine the effects of the orbiter rear attach cross beam and the forward attach wedge and strut diameter. The orbiter alone was tested at 0.90 and 1.24 Mach number only.

Hughes, M. T.↗
NASA NTRS1975

Transient flight flutter test of a wing with tip tanks

Wing flutter was encountered during flight testing of the F2H-2 airplane with full wing tip tanks. As a result, more refined theoretical analysis as well as flight flutter tests were initated to establish corrective measures and to experimentally verify the stability of the improved system. The results from the flight flutter tests, utilizing the transient response technique, are presented. The method of excitation consisted of abrupt deflections of the ailerons resulting from stick bangs and data were measured by wing tip accelerometers. A comparison of the results with theoretical predictions is presented and indicates that reasonably good correlation was obtained. The influence on wing flutter of tip tank fuel transfer cycle, which was incorporated to control the center of gravity range of the tank during defueling, is indicated by the measured results and compared with the theory. The final configuration utilized a transfer cycle which was proven stable as a result of flight flutter testing. It is concluded that transient response measurements resulting from stick bangs provide a reasonably reliable and safe technique of flight flutter testing for wings with external tanks or heavy stores.

Werdes, R. J.↗
NASA NTRS1976

Reduction of wave drag by antisymmetric arrangement of wings and bodies

In theory, antisymmetric arrangements of wings and bodies can have smaller wave drag than corresponding mirror-symmetric arrangements. Thus, a long narrow oblique wing which presents the same aspect for two opposite directions of flight is potentially more efficient than corresponding (i.e., structurally equivalent) swept wing. The single continuous wing panel also adapts itself more readily to varying angles of obliquity, and hence, to varying flight speeds. Previous work on the aerodynamics and flight stability of oblique wing combinations is reviewed and a possible mode of application to transport aircraft operating at moderate supersonic speeds is suggested.

Jones, R. T.↗
NASA NTRS1976

Flutter of asymmetrically swept wings

Two formulations of the oblique wing flutter problem are presented; one formulation allows only simple wing bending deformations and rigid body roll as degrees of freedom, while the second formulation includes a more complex bending-torsional deformation together with the roll freedom. Flutter is found to occur in two basic modes. The first mode is associated with wing bending-aircraft roll coupling and occurs at low values of reduced frequency. The second instability mode closely resembles a classical bending-torsion wing flutter event. This latter mode occurs at much higher reduced frequencies than the first. The occurrence of the bending-roll coupling mode is shown to lead to lower flutter speeds while the bending-torsion mode is associated with higher flutter speeds. The ratio of the wing mass moment of inertia in roll to the fuselage roll moment of inertia is found to be a major factor in the determination of which of the two instabilities is critical.

Weisshaar, T. A.↗
NASA NTRS1976

A design approach and selected wind tunnel results at high subsonic speeds for wing-tip mounted winglets

Winglets, which are small, nearly vertical, winglike surfaces, substantially reduce drag coefficients at lifting conditions. The primary winglet surfaces are rearward above the wing tips; secondary surfaces are forward below the wing tips. This report presents a discussion of the considerations involved in the design of the winglets; measured effects of these surfaces on the aerodynamic forces, moments, and loads for a representative first generation, narrow body jet transport wing; and a comparison of these effects with those for a wing tip extension which results in approximately the same increase in bending moment at the wing-fuselage juncture as did the addition of the winglets.

Whitcomb, R. T.↗
NASA NTRS1976

Unsteady flow past wings having sharp-edge separation

A vortex-lattice technique is developed to model unsteady, incompressible flow past thin wings. This technique predicts the shape of the wake as a function of time; thus, it is not restricted by planform, aspect ratio, or angle of attack as long as vortex bursting does not occur and the flow does not separate from the wing surface. Moreover, the technique can be applied to wings of arbitrary curvature undergoing general motion; thus, it can treat rigid-body motion, arbitrary wing deformation, gusts in the freestream, and periodic motions. Numerical results are presented for low-aspect rectangular wings undergoing a constant-rate, rigid-body rotation about the trailing edge. The results for the unsteady motion are compared with those predicted by assuming quasi-steady motion. The present results exhibit hysteretic behavior.

Atta, E. H.↗
NASA NTRS1976

An investigation of aeroelastic phenomena associated with an oblique winged aircraft

Oblique wing aeroelasticity studies are reviewed. The static aeroelastic stability characteristics of oblique wing aircraft, lateral trim requirements for 1-g flight, and the dynamic aeroelastic stability behavior of oblique winged aircraft, primarily flutter, are among the topics studied. The similarities and differences between oblique winged aircraft and conventional, bilaterally symmetric, swept wing aircraft are emphasized.

Weisshaar, T. A.↗