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Evaluation tests of 10 nickel cadmium cells are described. Although pressures were greater than what normally was exhibited by General Electric cells in the past, it is recommended that these cells be placed on life test simulating the predicted Dynamic Explorer flight profiles.
The technique of therapeutic gymnastics was used for patients with mayasthenia gravis to control the consequences of hypodynamia induced by the myasthenic process. It is concluded that during myasthenia, the severity of the disease is due to the affection of the cross striated musculature. The most life threatening are the disorders in respiration and swallowing, that can be intensified by forced stay in bed and immobility. It is also concluded that the use of therapeutic gymnastics in patients which myasthenia promotes efficient presurgical preparation, and in the post surgical period; prevention of pulmonary complications and normalization of respiration. Therapeutic gymnastics with regard to the severity and localization of the myasthenic disorders must be a component part of the presurgical preparation and postsurgical management of patients with generalized myasthenia.
Aerodynamic characteristics obtained in a helical flow environment utilizing a rotary balance located in the Langley spin g tunnel are presented in plotted form for a 1/6 scale, single engine, high wing, general aviation model. The configurations tested included the basic airplane and control deflections, wing leading edge devices, tail designs, and airplane components. Data are presented without analysis for an angle of attack range of 8 deg to 90 deg and clockwise and counter clockwise rotations covering a spin coefficient range from 0 to 0.9.
Aerodynamic characteristics obtained in a helical flow environment utilizing a rotary balance located in the Langley spin tunnel are presented in plotted form for a 1/6 scale, single engine, low wing, general aviation model (model C). The configurations tested included the basic airplane and control deflections, wing leading edge and fuselage modification devices, tail designs and airplane components. Data are presented without analysis for an angle of attack range of 8 deg to 90 deg and clockwise and counter clockwise rotations covering an omega b/2v range from 0 to .9.
A method of parameterizing the vertical mixing of horizontal momentum by cumulus convection was added to the GLAS model of the general circulation of the tropics. Addition of the cumulus friction term strengthened the winter Hadley circulation and smoothed the mean meridional wind field, with a slight increase in the eddy kinetic energy. The results showed that the intensity of the meridional circulation is regulated by the atmosphere's angular momentum budget, changes in the zonally-averaged Coriolis force correlate with the new cumulus friction term, and the intensification of Hadley circulation is a response of the mean meridional flow field to the downward cumulus field of relative angular momentum in the winter hemisphere.
An efficient algorithm is presented for the solution of Kepler's equation f(E)=E-M-e sin E=0, where e is the eccentricity, M the mean anomaly and E the eccentric anomaly. This algorithm is based on simple initial approximations that are cubics in M, and an iterative scheme that is a slight generalization of the Newton-Raphson method. Extensive testing of this algorithm has been performed on the UNIVAC 1108 computer. Solutions for 20,000 pairs of values of e and M show that for single precision, 42.0% of the cases require one iteration, 57.8% two and 0.2% three. For double precision one additional iteration is required.
The equilibrium spin technique implemented in a graphical form for obtaining spin and recovery characteristics from rotary balance data is outlined. Results of its application to recent rotary balance tests of the NASA Low-Wing General Aviation Aircraft are discussed. The present results, which are an extension of previously published findings, indicate the ability of the equilibrium method to accurately evaluate spin modes and recovery control effectiveness. A comparison of the calculated results with available spin tunnel and full scale findings is presented. The technique is suitable for preliminary design applications as determined from the available results and data base requirements. A full discussion of implementation considerations and a summary of the results obtained from this method to date are presented.
A tail-mounted spin-recovery parachute system has been designed and developed by the NASA Langley Research Center for use on light general aviation airplanes. The system was designed for use on typical airplane configurations, including low-wing, high-wing, single- and twin-engine designs. A mechanically triggered pyrotechnic slug gun is used to forcibly deploy a pilot parachute which extracts a bag that deploys a ring-slot spin-recovery parachute. The total system weighs 8.2 kg (18 lb). System design factors included airplane wake effects on parachute deployment, prevention of premature parachute deployment, positive parachute jettison, compact size, low weight, system reliability, and pilot and ground crew safety. Extensive ground tests were conducted to qualify the system. The recovery parachute has been used successfully in flight 17 times.
The NASA Langley Research Center has initiated a broad general aviation stall/spin research program. A rotary balance system was developed to support this effort. Located in the Langley spin tunnel, this system makes it possible to identify an airplane's aerodynamic characteristics in a rotational flow environment, and thereby permits prediction of spins. This paper presents a brief description of the experimental set-up, testing technique, five model programs conducted to date, and an overview of the rotary balance results and their correlation with spin tunnel free-spinning model results. It is shown, for example, that there is a large, nonlinear dependency of the aerodynamic moments on rotational rate and that these moments are pronouncedly configuration-dependent. Fuselage shape, horizontal tail and, in some instances, wing location are shown to appreciably influence the yawing moment characteristics above an angle of attack of 45 deg.
Two cases are considered: (1) rigid body motion of an airfoil-flap combination consisting of vertical translation of given amplitude, rotation of given amplitude about a specified axis, and rotation of given amplitude of the control surface alone about its hinge; the upwash for this problem is defined mathematically; and (2) sinusoidal gust of given amplitude and wave number, for which the upwash is defined mathematically. Simple universal formulas are presented for the most important aerodynamic coefficients in unsteady thin airfoil theory. The lift and moment induced by a generalized gust are evaluated explicitly in terms of the gust wavelength. Similarly, in the control surface problem, the lift, moment, and hinge moments are given as explicit algebraic functions of hinge location. These results can be used together with any of the standard numerical inversion routines for the elementary loads (pitch and heave).
Experiments that test the foundations of gravitation theory in terms of the Einstein equivalence principle are discussed along with solar system tests of general relativity at the post-Newtonian level. These include classical (light-deflection, time delay and perihelion shift) tests as well as tests of the strong equivalence principle. The binary pulsar is discussed as an extra-solar-system gravitational testing ground, and attention is given to the multipolarity of the waves and the amount of radiation damping. The mass function, periastron shift, redshift-Doppler parameter and rate of change of the orbit period (Pb) of the binary pulsar are also considered, and it is suggested that the measurement of Pb represents the first observation of the effects of gravitational radiation.
The paper presents the results of a recent investigation to determine the effects of wing leading-edge modifications on the high angle-of-attack aerodynamic characteristics of a low-wing general aviation airplane in the Langley Full-Scale Wind Tunnel. The investigation was conducted to provide aerodynamic information for correlation and analysis of flight-test results obtained for the configuration. The wind-tunnel investigation consisted of force and moment measurements, wing pressure measurements, flow surveys, and flow visualization studies utilizing a tuft grid, smoke and nonintrusive mini-tufts which were illuminated by ultra-violet light. In addition to the tunnel scale system which measured overall forces and moments, the model was equipped with an auxiliary strain-gage balance within the left wing panel to measure lift and drag forces on the outer wing panel independent of the tunnel scale system. The leading-edge modifications studied included partial- and full-span leading-edge droop arrangements as well as leading-edge slats.
A comprehensive investigation into the flow correction for an angle of attack sensor mounted ahead of the wing tip of a general aviation research airplane has been conducted at the Langley Research Center. This correction has been determined in wind tunnels using a full-scale model up to angles of attack of 45 deg and a 1/5-scale model up to 80 deg angle of attack. The flow correction has also been obtained in flight by using a standard technique at low angles of attack and in spinning flight at larger angles of attack, by using both a simple approximate technique and a parameter estimation technique. The results show the correction is significant, reaching 10 deg at a measured angle of attack of about 90 deg. The flow correction was sensitive to the angle of sideslip at measured angles of attack greater than 60 deg and was not influenced by wing leading-edge modifications or aileron deflections.
Recent flight and wind tunnel evaluations of winglets mounted on general aviation airplanes have shown improvements in cruise fuel efficiency, and climbing and turning performance. Some of these analyses have also uncovered various effects of winglets on airplane handling qualities. Retrofitting an airplane with winglets can result in reduced cross wind take-off and landing capabilities. Also, winglets can have a detrimental effect on the lateral directional response characteristics of aircraft which have a moderate to high level of adverse yaw due to aileron. Introduction of an aileron-rudder-interconnect, and reduction of the effective dihedral by canting-in of the winglets, or addition of a lower winglet can eliminate these flying quality problems.
The pressure recovery of incoming cooling air and the drag associated with engine cooling of a typical general aviation twin-engine aircraft was investigated experimentally. The semispan model was mounted vertically in the 40- by 80-Foot Wind Tunnel at Ames Research Center. The propeller was driven by an electric motor to provide thrust with low vibration levels for the cold-flow configuration. It was found that the propeller slipstream reduces the frontal air spillage around the blunt nacelle shape. Consequently, this slipstream effect promotes flow reattachment at the rear section of the engine nacelle and improves inlet pressure recovery. These effects are most pronounced at high angles of attack, that is, climb condition. For the cruise condition those improvements were more moderate.
This paper presents the development and results of a generalized shading analysis for a field of point-focus parabolic dish concentrators. Shading of one concentrator by another with attendant loss of energy is a function of the position of the sun and the relative locations of the concentrators within the field. A method is presented for determining the annualized energy loss which includes a trade-off of system life-cycle energy as a function of concentrator spacing and field geometric layout. System energy output is computed on an annualized basis, employing 15 minute-increment environmental data tapes for the year 1976 at Barstow, California. For a land cost of $5000 per acre, lowest system energy cost occurs at about a 25 percent packing fraction (concentrator area/land area) for a typical 1-MWe dish-Stirling solar thermal power plant. Basic equations are given for computing the shading and concomitant energy loss as a function of concentrator center-to-center spacing, field layout site location.
Stall deterrent concepts for general aviation aircraft have been investigated using simulation studies and flight test experiments. It was found that the simulator was suitable for the development of deterrent system concepts, but the simulator was unacceptable for pilot evaluation of system effectiveness under typical stall/spin accident conditions. A Cessna 319 was outfitted with sensors, servoactuators, and analog control logic necessary to investigate a wide range of stall deterrent systems. It was found that an acoustic stall sensor and an error control law were sufficient for stall deterrence. The pitch intervention control system prevented aircraft stall for all aircraft configurations and pilot inputs. The variable up elevator stop concept was found to be effective for slow decelerations to aircraft stall. The stall deterrent systems were evaluated by four professional pilots and three low time pilots.
The properties of the flat spin mode of a general aviation configuration have been studied through analysis of rotary balance data, numerical simulation, and analytical study of the equilibrium state. The equilibrium state is predicted well from rotary balance data. The variations of yawing moment and pitching moment as functions of sideslip have been shown to be of great importance in obtaining accurate modeling. These dependencies are not presently available with sufficient accuracy from previous tests or theories. The stability of the flat spin mode has been examined extensively using numerical linearization, classical perturbation methods, and reduced order modeling. The stability exhibited by the time histories and the eigenvalue analyses is shown to be strongly dependent on certain static cross derivatives and more so on the dynamic derivatives. Explicit stability criteria are obtained from the reduced order models.