Engineering Papers⌕ Search

SEARCH · Engineering Papers

Results for “knot”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 163 records · Page 9
All sourcesNASA NTRSDOE OSTI
NASA NTRS1972

Analyses and tests confirm design of proprotor aircraft.

Discussion of the design features of a 300-knot tilt-proprotor VTOL aircraft having proprotors 25 ft in diameter, an empty weight of 7390 pounds, a maximum VTOL gross weight of 12,400 pounds, and a design dive speed of 300 knots. Proprotor stability analysis covering aeroelastic stability characteristics and flight mode stability characteristics is included. An evaluation of the proprotor design is made on the basis of aerodynamic and aeroelastic model tests and full-scale performance tests. The test results and other obtained research data suggest the readiness of this aircraft design for construction and flight tests.

Edenborough, H. K.↗
NASA NTRS1973

ERTS-1 anomalous dark patches

The author has identified the following significant results. Through combined use of imagery from ERTS-1 and NOAA-2 satellites was found that when the sun elevation exceeds 55 degrees, the ERTS-1 imagery is subject to considerable contamination by sunlight even though the actual specular point is nearly 300 nautical miles from nadir. Based on sea surface wave slope information, a wind speed of 10 knots will theoretically provide approximately 0.5 percent incident solar reflectance under observed ERTS multispectral scanner detectors. This reflectance nearly doubles under the influence of a 20 knot wind. The most pronounced effect occurs in areas of calm water where anomalous dark patches are observed. Calm water at distances from the specular point found in ERTS scenes will reflect no solar energy to the multispectral scanner, making these regions stand out as dark areas in all bands in an ocean scene otherwise comprosed by a general diffuse sunlight from rougher ocean surfaces. Anomalous dark patches in the outer parts of the glitter zones may explain the unusual appearance of some scenes.

Strong, A. E.↗
NASA NTRS1973

A fixed-base simulation study of two STOL aircraft flying curved, descending instrument approach paths

A real-time, fixed-base simulation study has been conducted to determine the curved, descending approach paths (within passenger-comfort limits) that would be acceptable to pilots, the flight-director-system logic requirements for curved-flight-path guidance, and the paths which can be flown within proposed microwave landing system (MLS) coverage angles. Two STOL aircraft configurations were used in the study. Generally, no differences in the results between the two STOL configurations were found. The investigation showed that paths with a 1828.8 meter turn radius and a 1828.8 meter final-approach distance were acceptable without winds and with winds up to at least 15 knots for airspeeds from 75 to 100 knots. The altitude at roll-out from the final turn determined which final-approach distances were acceptable. Pilots preferred to have an initial straight leg of about 1 n. mi. after MLS guidance acquisition before turn intercept. The size of the azimuth coverage angle necessary to meet passenger and pilot criteria depends on the size of the turn angle: plus or minus 60 deg was adequate to cover all paths execpt ones with a 180 deg turn.

Benner, M. S.↗
NASA NTRS1973

Preliminary report on Skylab S-193 Radscat measurements of Hurricane Ava

The author has identified the following significant results. The Skylab RADSCAT instrument S-193 was operated on 6 June 1973 while the spacecraft flew past Hurricane Ava in the eastern Pacific Ocean. Scatterometer returns at all polarizations and radiometer measurements were obtained from a section through the storm with winds up to 48 knots at 52 deg incident angle and 35 knots at 45.5 deg incident angle. These first hurricane scatterometer measurements indicate reasonable correlation between wind speed and backscatter, with horizontal response much stronger than the vertical response at 52 deg. Each of the sections through the hurricane contains an as yet unexplained dip in cross section at a point 200 to 300 km prior to passing the eye. The response at a point where the radiometer signal's dramatic increase indicates strong rain is also accompanied by a strong increase in the backscattered signal. No attempt has been made to make a thorough correlation of radiometric response with wind speed, but the atmospheric contribution to the radiometer signal is quite apparent.

Pierson, W. J., Jr.↗
NASA NTRS1973

Spatial relationship between 5303-A and H alpha components of a loop prominence system.

There are remarkable similarities in the structure of loop prominences when observed in H alpha and coronal lines, although the lines arise from extremely different excitation conditions. This leads to the consideration of a multicomponent model, where different emission lines come from different elements of the structure. The late phases of a large west limb loop prominence system followed by a surge were recorded at Haleakala Observatory on March 6, 1970. Simultaneous filtergrams in H alpha and 5303-A were obtained, together with spectra at three heights in the prominence over the range from 3850 to 5950 A. The positions of bright knots of emission as seen in the green line are compared with associated H alpha knots. With these relative positions determined, the filtergrams are superimposed to demonstrate the two-dimensional spatial relationship between H alpha and 5303-A structures. The results support a model of cool loops within a closely associated hot-loop system.

Mccabe, M. K.↗
NASA NTRS1973

Takeoff and landing performance and noise measurements of a deflected slipstream STOL airplane with interconnected propellers and rotating cylinder flaps

A YOV-10A aircraft was modified to incorporate rotating cylinder flaps and interconnected propellers with Lycoming T-53-L11 engines. Flight tests were made to evaluate the low speed handling qualities and performance characteristics. The flight test results indicated that landings could be made with approach speeds of 55 to 65 knots (CL = 4.5) and descent angles of 6 deg to 8 deg for total flap angles of 60 deg to 75 deg. At higher flap angles, deterioration of stability and control characteristics precluded attempts at landing. The noise level on the ground under an 8 deg landing approach path was below 86 PNdB at distances beyond 1 nautical mile from touchdown. Takeoffs were made with 30 deg to 45 deg flaps at lift off speeds of 75 to 80 knots and climb angles of 4 deg to 8 deg. Noise levels were below 83 PNdB at 3.5 nautical miles from the start of ground roll.

Weiberg, J. A.↗
NASA NTRS1973

A 727 airplane center duct inlet low speed performance confirmation model test for refanned JT8D engines, phase 2

The results from testing of a 0.3 scale model center duct inlet (S duct) for the Pratt and Whitney Aircraft JT8D-100 engines are presented. The objective of this test was to demonstrate that the required airflow of the JT8D-100 engine (480 lb/sec as compared to 334 lb/sec for JT8D-15) can be achieved with minimum modifications to the existing 727 airplane structure at acceptable levels of total pressure recovery and distortion. Steady-state pressure recovery, steady-state pressure distortion, and dynamic pressure measurements were taken at the engine face station. Surface static pressure measurements were taken along the duct. Test results indicated that the required airflow was achieved with acceptable pressure recovery (comparable to the current 727-200 S duct). Inlet inflow angle variation within the 727 airplane operating regime (minus 5 to 5 degrees) had no effect on the inlet performance. Pressure distortion at static and forward speed at takeoff airflow conditions are within P and WA limits for the Phase II duct when equipped with vortex generators. Static crosswind operation between 10 knots and 25 knots appears feasible at full takeoff power.

Kaldschmidt, G.↗
NASA NTRS1974

Simulation of decelerating landing approaches on an externally blown flap STOL transport airplane

A fixed-base simulator program was conducted to define the problems and methods for solution associated with performing decelerating landing approaches on a representative STOL transport having a high wing and equipped with an external-flow jet flap in combination with four high-bypass-ratio fan-jet engines. Real-time digital simulation techniques were used. The computer was programed with equations of motion for six degrees of freedom and the aerodynamic inputs were based on measured wind-tunnel data. The pilot's task was to capture the localizer and the glide slope and to maintain them as closely as possible while decelerating from an initial airspeed of 140 knots to a final airspeed of 75 knots, while under IFR conditions.

Grantham, W. D.↗
NASA NTRS1974

Low speed wind tunnel tests of a 1/9-scale model of a variable-sweep advanced supersonic transport

Tests have been conducted in the Langley full-scale tunnel to determine the aerodynamic characteristics of a 1/9-scale variable-sweep advanced supersonic transport configuration. The model configurations investigated were the basic unflapped arrangement, and a takeoff and landing flap arrangement with several strake leading edge flow control devices. The tests were conducted for an angle-of-attack range from about minus 5 deg to 36 deg and a sideslip range from minus 5 deg to 10 deg. The tests were conducted for a range of Reynolds number from 3.92 million to 5.95 million corresponding to test velocities of about 54.5 knots and 81.7 knots, respectively.

Mclemore, H. C.↗
NASA NTRS1974

Experimental investigation of the braking and cornering characteristics of 30 x 11.5-14.5, type 8, aircraft tires with different tread patterns

An investigation was conducted at the aircraft landing loads and traction facility to study the braking and cornering characteristics, including the drag-force and cornering-force friction coefficients, of 30 by 11.5-14.5, type VIII aircraft tires with five different tread patterns. Test data were obtained on dry, damp, and flooded runway surfaces over a range of yaw angles from 0 deg to 12 deg at ground speeds from 5 knots to 100 knots. The results of this investigation indicate that a tread pattern consisting of transverse cuts across the entire width of the tread slightly improved the tire traction performance on wet surfaces. The braking and cornering capability of the tires was degraded by thin-film lubrication and tire hydroplaning effects on the wet runway surfaces. The braking capability of the tires decreased when the yaw angle was increased.

Dreher, R. C.↗
NASA NTRS1975

Operational experiences of a commercial helicopter flown in a large metropolitan area

A survey of commercial helicopter-operating experiences was conducted using a helicopter flight recorder in order to provide a basis for extending helicopter design and service-life criteria. These data are representative of 182 flight hours accumulated during 1414 flights comprised of the separate legs of the total route structure employed. The operating experiences are presented in terms of the time spent within different airspeed brackets, within the classifiable flight conditions of climb, en route, and descent, at various rates of climb and descent, and at different rotor rotational speeds. The results indicated that the helicopter spent a majority of the flight time at airspeeds either below 40 knots or above 100 knots. Rates of climb and descent were concentrated at values below 5.1 m/s (1000 ft/min) particularly for higher airspeeds. Normal acceleration experiences were low, both in the total number and peak value realized; however, an extremely large number of pitch angular-velocity experiences were noted. Rotor rotational speeds were normal with no occurrences above the upper red-line limit.

Dicarlo, D. J.↗
NASA NTRS1975

Computer aided airship design

The Comprehensive Airship Sizing and Performance Computer Program (CASCOMP) is described which was developed and used in the design and evaluation of advanced lighter-than-air (LTA) craft. The program defines design details such as engine size and number, component weight buildups, required power, and the physical dimensions of airships which are designed to meet specified mission requirements. The program is used in a comparative parametric evaluation of six advanced lighter-than-air concepts. The results indicate that fully buoyant conventional airships have the lightest gross lift required when designed for speeds less than 100 knots and the partially buoyant concepts are superior above 100 knots. When compared on the basis of specific productivity, which is a measure of the direct operating cost, the partially buoyant lifting body/tilting prop-rotor concept is optimum.

Davis, S. J.↗
NASA NTRS1976

Wind Tunnel Test Results of 25 Foot Tilt Rotor During Autorotation

A 25 foot diameter tilt rotor was tested in the 40 by 80 foot large scale wind tunnel. The test confirmed the predicted autorotation capability of the XV-15 tilt rotor aircraft. Autorotations were made at 60, 80, and 100 knots. A limited evaluation of lateral cyclic was made. Test data indicate a minimum rate of descent of 2,200 feet per minute at 60 knots at the XV-15 design gross weight of 13,000 pounds.

Marr, R. L.↗
NASA NTRS1976

Trailing anemometer for low airspeed calibration

A propeller-type trailing airspeed anemometer system is described for low airspeed (M not exceeding 0.2) calibration which has improved accuracy and is easy to implement as compared to most methods currently in use. The trailing anemometer system consists of the trailing anemometer itself, a deployment mechanism, and an operator's control box. The trailing anemometer is a small low-drag brass body provided with tail fins for self-alignment with the airstream. The rotational speed of a small six-bladed low-inertia propeller is sensed with a miniature self-generating tachometer inside the anemometer. A very satisfactory airspeed calibration can be made with this device in which true airspeed can be measured to within 1 knot. Results from flight calibration of an aircraft and trail-back characteristics of the anemometer and cable are included. The operating speed range of the designed cable-anemometer combination is 7 to 165 knots.

Fisher, B. D.↗
NASA NTRS1976

Flight investigation of the response of a helicopter to the trailing vortex of a fixed-wing aircraft

A flight investigation was conducted to quantitatively determine the response of a medium-weight helicopter to the trailing-vortex system of a fixed-wing aircraft. Flight tests and analytical tools were both utilized in the investigation. The flight tests involved an extensively instrumented UH-1H helicopter and a C-54 aircraft. Penetrations of the vortex system by the UH-1H were made at the following nominal conditions: the C-54 flew at 5500 feet altitude at a nominal gross weight of 58,000 pounds and an indicated airspeed of 115 knots in a cruise configuration. The UH-1H, nominally 7200 pounds gross weight, flew at 60 knots indicated airspeed during the penetrations at separation distances of 6.64 nautical miles to 0.42 nautical mile between aircraft. In general, the data analyzed for the above tests indicated that no unsafe penetration occurred. Further, penetrating vehicle attitude changes and structural loads were nominal. In addition, the response of the helicopter did not change appreciably with decreased separation distance.

Mantay, W. R.↗
NASA NTRS1975

Low-speed wind-tunnel tests of a one-tenth-scale model of a blended-arrow advanced supersonic transport

Tests were conducted in the Langley full scale tunnel to determine the low-speed aerodynamic characteristics of a 1/10 scale model of a blended-arrow advanced supersonic transport. Tests were made for the clean configuration and a high-lift configuration with several combinations of leading- and trailing-edge flaps deflected for providing improved lift and longitudinal stability in the landing and takeoff modes. The tests were conducted for a range of angles of attack from about -6 deg to 30 deg, sideslip angles from -5 deg to 10 deg, and for Reynolds numbers from 6.78 x 1,000,000 to 13.85 x 1,000,000 corresponding to test velocities of 41 knots to 85 knots, respectively.

Lemore, H. C.↗
NASA NTRS1977

A failure effects simulation of a low authority flight control augmentation system on a UH-1H helicopter

A two-pilot moving base simulator experiment was conducted to assess the effects of servo failures of a flight control system on the transient dynamics of a Bell UH-1H helicopter. The flight control hardware considered was part of the V/STOLAND system built with control authorities of from 20-40%. Servo hardover and oscillatory failures were simulated in each control axis. Measurements were made to determine the adequacy of the failure monitoring system time delay and the servo center and lock time constant, the pilot reaction times, and the altitude and attitude excursions of the helicopter at hover and 60 knots. Safe recoveries were made from all failures under VFR conditions. Pilot reaction times were from 0.5 to 0.75 sec. Reduction of monitor delay times below these values resulted in significantly reduced excursion envelopes. A subsequent flight test was conducted on a UH-1H helicopter with the V/STOLAND system installed. Series servo hardovers were introduced in hover and at 60 knots straight and level. Data from these tests are included for comparison.

Corliss, L. D.↗
NASA NTRS1977

A mathematical force and moment model of a UH-1H helicopter for flight dynamics simulations

A model of a UH-1H helicopter was developed to support flight simulations and for developmental work on an avionics system known as V/STOLAND system. Equations and numerical values of constants used to represent the helicopter are presented. Responses to stop inputs of the cyclic and collective controls are shown and compared with flight test data for a UH-1H. The model coefficients were adjusted in an attempt to get a consistant match with the flight time histories at hover and 60 knots. Response matching was obtained at 60 knots, but the matching at hover was not as successful. Pilot evaluations of the model, both fixed and moving base, were made.

Talbot, P. D.↗