ALBERT

Description: In high performance boardsailing, demands on the vertical fin or "skeg" often produce "spinout" - when the skeg loses horizontal lift creating a force imbalance and causing the tail of the board to slide sideways. Richard Caldwell, RACE Technology, Inc. used NASA airfoil technology to solve this problem and formed a business based on his solution. After determining that the spinout resulted from air ventilating down the low pressure side of the underwater fin, he adapted the airfoil technology to the design of a short board skeg, which would overcome the problem and lower the drag, resulting in improved performance. He patented his RACE 145 foil section, formed his company and later returned to Langley for additional technical assistance. The company's newest product is a rigid sail that also incorporates NASA technology and has excellent performance. This company no longer exists - product is no longer in production.

Description: A NASA contractor and Small Business Innovation Research (SBIR) participant has converted its research into commercial software products for auto design, structural analysis and other applications. ViGYAN, Inc., utilizing the aeronautical research principle of computational fluid dynamics, has created - with VGRID3D and VPLOT3D - an easier alternative to conventional structured grids for fluid dynamic calculations.

Description: A NASA report detailing a wind tunnel investigation of a variable camber and twist could effectively reduce drag, thus improving performance. The resulting VooDoo fin is made of composite materials, has a rigid internal spar and a flexible polymer exterior coating. It is computer-designed and exceptionally durable.

Description: Any aircraft preliminary design study requires a structural model of the proposed configuration. The model must be capable of estimating the structural weight of a given configuration, and of predicting the deflections which will result from foreseen flight and ground loads. The present work develops such a model for the proposed Oblique All Wing airplane. The model is based on preliminary structural work done by Jack Williams and Peter Rudolph at Mdng, and is encoded in a FORTRAN program. As a stand-alone application, the program can calculate the weight CG location, and several types of structural deflections; used in conjunction with an aerodynamics model, the program can be used for mission analysis or sizing studies.

Description: The purpose of this investigation is to provide a comprehensive data base for the validation of numerical simulations. The objective of the present paper is to provide a tabulation of the experimental data. The data were obtained in the two-dimensional, transonic flowfield surrounding a supercritical airfoil. A variety of flows were studied in which the boundary layer at the trailing edge of the model was either attached or separated. Unsteady flows were avoided by controlling the Mach number and angle of attack. Surface pressures were measured on both the model and wind tunnel walls, and the flowfield surrounding the model was documented using a laser Doppler velocimeter (LDV). Although wall interference could not be completely eliminated, its effect was minimized by employing the following techniques. Sidewall boundary layers were reduced by aspiration, and upper and lower walls were contoured to accommodate the flow around the model and the boundary-layer growth on the tunnel walls. A data base with minimal interference from a tunnel with solid walls provides an ideal basis for evaluating the development of codes for the transonic speed range because the codes can include the wall boundary conditions more precisely than interference connections can be made to the data sets.

Description: Using a frequency-doubled Nd-YAG pulsed laser and a single-intensified CCD camera, Rayleigh scattering measurements have been performed to study the cluster formation in a Mach 6 wind tunnel at NASA Langley Research Center. These studies were conducted both in the free stream and in a model flow field for various flow conditions to gain an understanding of the dependence of the Rayleigh scattering (by clusters) on the local pressures and temperatures in the facility. Using the same laser system, we have also performed simultaneous measurements of the local temperature using the rotational Raman scattering of molecular nitrogen and determined the densities of molecular oxygen and nitrogen by using the vibrational Raman scattering from these species. Quantitative results will be presented in detail with emphasis on the applicability of the Rayleigh scattering for obtaining quantitative measurements of molecular densities both in the free stream and in the model flow field.

Description: A technique to obtain the sensitivity of the static aeroelastic response of a three dimensional wing model is designed and implemented. The formulation is quite general and accepts any aerodynamic and structural analysis capability. A program to combine the discipline level, or local, sensitivities into global sensitivity derivatives is developed. A variety of representations of the wing pressure field are developed and tested to determine the most accurate and efficient scheme for representing the field outside of the aerodynamic code. Chebyshev polynomials are used to globally fit the pressure field. This approach had some difficulties in representing local variations in the field, so a variety of local interpolation polynomial pressure representations are also implemented. These panel based representations use a constant pressure value, a bilinearly interpolated value. or a biquadraticallv interpolated value. The interpolation polynomial approaches do an excellent job of reducing the numerical problems of the global approach for comparable computational effort. Regardless of the pressure representation used. sensitivity and response results with excellent accuracy have been produced for large integrated quantities such as wing tip deflection and trim angle of attack. The sensitivities of such things as individual generalized displacements have been found with fair accuracy. In general, accuracy is found to be proportional to the relative size of the derivatives to the quantity itself.

Description: Control law design for rotorcraft fly-by-wire systems normally attempts to decouple angular responses using fixed-gain crossfeeds. This approach can lead to poor decoupling over the frequency range of pilot inputs and increase the load on the feedback loops. In order to improve the decoupling performance, dynamic crossfeeds may be adopted. Moreover, because of the large changes that occur in rotorcraft dynamics due to small changes about the nominal design condition, especially for near-hovering flight, the crossfeed design must be 'robust'. A new low-order matching method is presented here to design robust crossfeed compensators for multi-input, multi-output (MIMO) systems. The technique identifies degrees-of-freedom that can be decoupled using crossfeeds, given an anticipated set of parameter variations for the range of flight conditions of concern. Cross-coupling is then reduced for degrees-of-freedom that can use crossfeed compensation by minimizing off-axis response magnitude average and variance. Results are presented for the analysis of pitch, roll, yaw and heave coupling of the UH-60 Black Hawk helicopter in near-hovering flight. Robust crossfeeds are designed that show significant improvement in decoupling performance and robustness over nominal, single design point, compensators. The design method and results are presented in an easily used graphical format that lends significant physical insight to the design procedure. This plant pre-compensation technique is an appropriate preliminary step to the design of robust feedback control laws for rotorcraft.

Description: Hybrid grids, composed of structured and unstructured grids, combines the best features of both. The chimera method is a major stepstone toward a hybrid grid from which the present approach is evolved. The chimera grid composes a set of overlapped structured grids which are independently generated and body-fitted, yielding a high quality grid readily accessible for efficient solution schemes. The chimera method has been shown to be efficient to generate a grid about complex geometries and has been demonstrated to deliver accurate aerodynamic prediction of complex flows. While its geometrical flexibility is attractive, interpolation of data in the overlapped regions - which in today's practice in 3D is done in a nonconservative fashion, is not. In the present paper we propose a hybrid grid scheme that maximizes the advantages of the chimera scheme and adapts the strengths of the unstructured grid while at the same time keeps its weaknesses minimal. Like the chimera method, we first divide up the physical domain by a set of structured body-fitted grids which are separately generated and overlaid throughout a complex configuration. To eliminate any pure data manipulation which does not necessarily follow governing equations, we use non-structured grids only to directly replace the region of the arbitrarily overlapped grids. This new adaptation to the chimera thinking is coined the DRAGON grid. The nonstructured grid region sandwiched between the structured grids is limited in size, resulting in only a small increase in memory and computational effort. The DRAGON method has three important advantages: (1) preserving strengths of the chimera grid; (2) eliminating difficulties sometimes encountered in the chimera scheme, such as the orphan points and bad quality of interpolation stencils; and (3) making grid communication in a fully conservative and consistent manner insofar as the governing equations are concerned. To demonstrate its use, the governing equations are discretized using the newly proposed flux scheme, AUSM+, which will be briefly described herein. Numerical tests on representative 2D inviscid flows are given for demonstration. Finally, extension to 3D is underway, only paced by the availability of the 3D unstructured grid generator.

Description: An experiment has been performed to investigate the far-field hover acoustic characteristics of the XV-15 aircraft with advanced technology blades (ATB). An extensive, high-quality, far-field acoustics data base was obtained for a rotor tip speed range of 645-771 ft/s. A 12-microphone, 500-ft radius semicircular array combined with two aircraft headings provided acoustic data over the full 360-deg azimuth about the aircraft with a resolution of 15 deg. Altitude variations provided data from near in-plane to 45 deg below the rotor tip path plane. Acoustic directivity characteristics in the lower hemisphere are explored through pressure time histories, narrow-band spectra, and contour plots. Directivity patterns were found to vary greatly with azimuth angle, especially in the forward quadrants. Sharp positive pressure pulses typical of blade-vortex interactions were found to propagate aft of the aircraft and were most intense at 45 deg below the rotor plane. Modest overall sound pressure levels were measured near in-plane indicating that thickness noise is not a major problem for this aircraft when operating in the hover mode with ATB. Rotor tip speed reductions reduced the average overall sound pressure level (dB (0.0002 dyne/cm(exp 2)) by nearly 8 dB in-plane, and 12.6 deg below the rotor plane.

Description: The National Aeronautics and Space Administration (NASA) is conducting research with the goal of enabling safe improvements in the capacity of the nation's air transportation system. The wake-vortex upset hazard is an important factor in establishing the minimum safe spacing between aircraft during landing and take-off operations, thus impacting airport capacity. A batch simulation study was conducted to assess the sensitivity of various safe landing criteria in the development of an acceptable wake encounter boundary. A baseline six-degree-of-freedom simulation of a B737-100 airplane was modified to include a wake model and the vortex-induced forces and moments. The guidance and control input for the airplane was provided by an auto-land system. The wake strength and encounter geometry were varied. A sensitivity study was also conducted to assess the effects of encounter modeling methods and accuracy.

Description: A 1/13-scale model of the forebody of the Republic F-105 with twin-duct wing-root inlets was tested in the Langley 4- by 4-foot supersonic pressure tunnel through a range of angle of attack from -4 deg to 15 deg at a Mach number of 2.01 and a Reynolds number of approximately 3.4 x 10(exp 6) per foot. The tests were made with four configurations which incorporated varying amounts of sweep and stagger of the inlet leading edges, modifications to the areas of the boundary-layer diverter floor plate, and modifications to the area of the boundary-layer diverter bleed slots. The highest overall pressure recovery at an angle of attack of 0 deg (average total-pressure recovery, 0.84 mass-flow ratio, 0.98) was achieved with configuration having an inlet leading-edge sweep angle of 58 deg with no leading-edge stagger. Stagger was found to improve the angle-of- attack performance, but at a sacrifice in inlet efficiency for an angle of attack of 0 deg. The boundary-layer diverter floor height, of the order of one boundary-layer thickness, was satisfactory for bypassing the fuselage boundary layer. The boundary-layer diverter-plate bleed slots were effective in increasing the total-pressure recovery of the inlet. The total-pressure-recovery contour plots, taken at the compressor-face station, indicate the existence of high-velocity "cores" throughout the inlet operating range.

Description: A design guide is suggested as a basis for indicating combinations of airplane design variables for which the possibilities of pitch-up are minimized for tail-behind-wing and tailless airplane configurations. The guide specifies wing plan forms that would be expected to show increased tail-off stability with increasing lift and plan forms that show decreased tail-off stability with increasing lift. Boundaries indicating tail-behind-wing positions that should be considered along with given tail-off characteristics also are suggested. An investigation of one possible limitation of the guide with respect to the effects of wing-aspect-ratio variations on the contribution to stability of a high tail has been made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range from 0.60 to 0.92. The measured pitching-moment characteristics were found to be consistent with those of the design guide through the lift range for aspect ratios from 3.0 to 2.0. However, a configuration with an aspect ratio of 1.55 failed t o provide the predicted pitch-up warning characterized by sharply increasing stability at the high lifts following the initial stall before pitching up. Thus, it appears that the design guide presented herein might not be applicable when the wing aspect ratios lower than about 2.0.

Description: An investigation of some aspects of the sonic boom has been made with the aid of wind-tunnel measurements of the pressure distributions about bodies of various shapes. The tests were made in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 2.01 and at a Reynolds number per foot of 2.5 x 10(exp 6). Measurements of the pressure field were made at orifices in the surface of a boundary-layer bypass plate. The models which represented both fuselage and wing types of thickness distributions were small enough to allow measurements as far away as 8 body lengths or 64 chords. The results are compared with estimates made using existing theory. To the first order, the boom-producing pressure rise across the bow shock is dependent on the longitudinal development of body area and not on local details. Nonaxisymmetrical shapes may be replaced by equivalent bodies of revolution to obtain satisfactory theoretical estimates of the far-field pressures.

Description: Time histories of noise pressures near ground level were measured during flight tests of fighter-type airplanes over fairly flat, partly wooded terrain in the e Mach number range between 1.13 and 1.4 and at altitudes from 25,000 to 45,000 feet. Atmospheric soundings and radar tracking studies were made for correlation with the measured noise data. The measured and calculated values of the pressure rise across the shock wave were generally in good agreement. There is a tendency for the theory to overestimate the pressure at locations remote from the track and to underestimate the pressures for conditions of high tailwind at altitude. The measured values of ground-reflection factor averaged about 1.8 f or the surface tested as compared to a theoretical value of 2.0. P o booms were measured in all cases. The observers also generally reported two booms; although, in some cases, only one boom was reported. The shock-wave noise associated with some of the flight tests was judged to be objectionable by ground observers, and in one case the cracking of a plate-glass store window was correlated in time with the passage of the airplane at an altitude of 25,000 feet.

Description: A detailed numerical study of two-dimensional flow past a circular cylinder at moderately low Reynolds numbers was conducted using three different numerical algorithms for solving the time-dependent compressible Navier-Stokes equations. It was found that if the algorithm and associated boundary conditions were consistent and stable, then the major features of the unsteady wake were well-predicted. However, it was also found that even stable and consistent boundary conditions could introduce additional periodic phenomena reminiscent of the type seen in previous wind-tunnel experiments. However, these additional frequencies were eliminated by formulating the boundary conditions in terms of the characteristic variables. An analysis based on a simplified model provides an explanation for this behavior.

Description: An exploratory wind-tunnel investigation has been made to determine the lift effects of blowing from nacelles over the upper surface of flaps on a model having a delta wing of aspect ratio 3. Several flap conditions were examined. High-pressure air was blown from an external-pipe arrangement supported above the wing to simulate jet-engine exhaust. The jet momentum- coefficient range was from 0 to 3.0 and the model angle of attack was 0 deg. The results of this limited investigation show that values of jet circulation lift coefficient larger than the Jet reaction were produced with blowing over flaps from nacelles mounted above the wing. 'I!heuse of double slotted flaps with the gap unsealed between the flaps and wing had a large detrimental effect on the lift capabilities. With these gaps sealed, larger lift coefficients were obtained when fantails were added to the nacelles. The longitudinal trim problems created by large diving moments were similar to those encountered with other jet-augmented-flap systems

Description: An analysis, based on the linearized thin-airfoil theory for supersonic speeds, of the wave drag at zero lift has been carried out for a simple two-body arrangement consisting of two wedgelike surfaces, each with a rhombic lateral cross section and emanating from a common apex. Such an arrangement could be used as two stores, either embedded within or mounted below a wing, or as auxiliary bodies wherein the upper halves could be used as stores and the lower halves for bomb or missile purposes. The complete range of supersonic Mach numbers has been considered and it was found that by orienting the axes of the bodies relative to each other a given volume may be redistributed in a manner which enables the wave drag to be reduced within the lower supersonic speed range (where the leading edge is substantially subsonic). At the higher Mach numbers, the wave drag is always increased. If, in addition to a constant volume, a given maximum thickness-chord ratio is imposed, then canting the two surfaces results in higher wave drag at all Mach numbers. For purposes of comparison, analogous drag calculations for the case of two parallel winglike bodies with the same cross-sectional shapes as the canted configuration have been included. Consideration is also given to the favorable (dragwise) interference pressures acting on the blunt bases of both arrangements.

Description: A simplified analysis of the velocity and deceleration history of missiles entering the earth's atmosphere at high supersonic speeds is presented. The results of this motion analysis are employed to indicate means available to the designer for minimizing aerodynamic heating. The heating problem considered involves not only the total heat transferred to a missile by convection, but also the maximum average and local time rates of convective heat transfer.

Description: A solution of the equations of the compressible laminar boundary layer including the effects of transpiration cooling is presented. The analysis applies to the flow over an isothermal porous plate with a velocity of fluid injection proportional to the reciprocal of the square root of the distance from the leading edge. The effect of several flow parameters on coolant-flow rates is discussed with the aid of representative examples. A stability analysis indicates that, although transpiration cooling requires a lower surface temperature for stable flow than does internal wall cooling, this lower temperature can be obtained with a smaller expenditure of coolant.

Description: This report contains those results of the theory of wings and of wing sections which are of immediate practical value. They are proved and demonstrated by the use of the simple conceptions of "kinetic energy" and "momentum" only, familiar to every engineer; and not by introducing "isogonal transformations" and "vortices," which latter mathematical methods are not essential to the theory and better are used only in papers intended for mathematicians and special experts.

Description: A three-dimensional computational fluid dynamics code, RPLUS3D, which was developed for the reactive propulsive flows of ramjets and scramjets, was validated for glancing shock wave-boundary layer interactions. Both laminar and turbulent flows were studied. A supersonic flow over a wedge mounted on a flat plate was numerically simulated. For the laminar case, the static pressure distribution, velocity vectors, and particle traces on the flat plate were obtained. For turbulent flow, both the Baldwin-Lomax and Chien two-equation turbulent models were used. The static pressure distributions, pitot pressure, and yaw angle profiles were computed. In addition, the velocity vectors and particle traces on the flat plate were also obtained from the computed solution. Overall, the computed results for both laminar and turbulent cases compared very well with the experimentally obtained data.

Description: An experimental investigation of the aerodynamic characteristics of thin, moderately swept fighter wings has been conducted to evaluate the effect of camber and twist on the effectiveness of leading- and trailing-edge flaps at supersonic speeds in the Langley Unitary Plan Wind Tunnel. The study geometry consisted of a generic fuselage with camber typical of advanced fighter designs without inlets, canopy, or vertical tail. The model was tested with two wing configurations an uncambered (flat) wing and a cambered and twisted wing. Each wing had an identical clipped delta planform with an inboard leading edge swept back 65 deg and an outboard leading edge swept back 50 deg. The trailing edge was swept forward 25 deg. The leading-edge flaps were deflected 4 deg to 15 deg, and the trailing-edge flaps were deflected from -30 deg to 10 deg. Longitudinal force and moment data were obtained at Mach numbers of 1.60, 1.80, 2.00, and 2.16 for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.16 x 10(exp 6) per foot and for an angle-of-attack range 4 deg to 20 deg at a Reynolds number of 2.0 x 10(exp 6) per foot. Vapor screen, tuft, and oil flow visualization data are also included.

Description: Available experimental two-dimensional-cascade data for conventional compressor blade sections are correlated. The two-dimensional cascade and some of the principal aerodynamic factors involved in its operation are first briefly described. Then the data are analyzed by examining the variation of cascade performance at a reference incidence angle in the region of minimum loss. Variations of reference incidence angle, total-pressure loss, and deviation angle with cascade geometry, inlet Mach number, and Reynolds number are investigated. From the analysis and the correlations of the available data, rules and relations are evolved for the prediction of the magnitude of the reference total-pressure loss and the reference deviation and incidence angles for conventional blade profiles. These relations are developed in simplified forms readily applicable to compressor design procedures.

Description: A model of a cruciform missile configuration having a low-aspect-ratio wing equipped with flap-type controls was flight tested in order to determine stability and control characteristics while rolling at about 5 radians per second. Comparison is made with results from a similar model which rolled at a much lower rate. Results showed that, if the ratio of roll rate to natural circular frequency in pitch is not greater than about 0.3, the motion following a step disturbance in pitch essentially remains in a plane in space. The slope of normal- force coefficient against angle of attack C(sub N(sub alpha)) was the same as for the slowly rolling model at 0 degrees control deflection but C(sub N(sub alpha)) was much higher for the faster rolling model at about 5 degrees control deflection. The slope of pitching-moment coefficient against angle of attack C(sub m(sub alpha)) as determined from the model period of oscillation was the same for both models at 0 degrees control deflection but was lower for the faster rolling model at about 5 degrees control deflection. Damping data for the faster rolling model showed considerably more scatter than for the slowly rolling model.

Description: The temperature distributions encountered in thin solid wings subjected to aerodynamic heating induce thermal stresses that may effectively reduce the stiffness of the wing. The effects of this reduction in stiffness were investigated experimentally by rapidly heating the edges of a cantilever plate. The midplane thermal stresses imposed by the nonuniform temperature distribution caused the plate to buckle torsionally, increased the deformations of the plate under a constant applied torque, and reduced the frequency of the first two natural modes of vibration. By using small-deflection theory and employing energy methods, the effect of nonuniform heating on the plate stiffness was calculated. The theory predicts the general effects of the thermal stresses, but becomes inadequate as the temperature difference increases and plate deflections become large.

Description: Skin-temperature measurements have been made at several locations on a flat-faced cone-cylinder nose which was flight tested on a fivestage rocket-propeller model to a Mach number of 14.64 and a free-stream Reynolds number of 2.0 x 10(exp 6), based on flat-face diameter, at an altitude of 66,300 feet. The copper nose had a 29 deg total-angle conical section which was 1.6 flat-face diameters long. The aerodynamic-heating rates determined from the temperature measurements reached 1,440 Btu/( sec) (sq ft) on the flat face. The heating rates near the center of the flat face agreed well at Mach numbers up to 13.6 with those obtained by a theory for laminar stagnation-point heating in equilibrium dissociated air (Avco Res. Rep. 1). At Mach numbers above 13.6, the heating rates at locations near the center of the flat face became progressively lower than stagnation-point theory and. were 29 percent lower at Mach number 14.6 at the end. of the test. The reason for this behavior of the heating on the central part of the flat face was not determined. Excluding the relatively low heating rates that occurred on the central part of the nose at the highest Mach numbers, the distribution of experimental heating along the innermost 0.79 of the flat-face radius, expressed as a percentage of stagnation-point heating, was in fair agreement with the distribution predicted by laminar theory. At a location of 0.71 radii from the stagnation point, the experimental heating was very near 130 percent of the theoretical stagnation-point rate at Mach numbers from 11 to 14.5. The experimental beating rates on the conical section of the nose were in good agreement with laminar-cone theory using the assumption of theoretical sharp-cone static pressure on the conical section.

Description: Ice was formed on a full-scale unheated supersonic nose inlet in the NACA Lewis icing tunnel to determine its effect on compressor-face total-pressure distortion and recovery.Inlet angle of attack was varied from 0degrees to 12 degrees, free-stream Mach number from 0.17 to 0.28, and compressor-face Mach number from 0.10 to 0.47. Icing-cloud liquid-water content was varied from 0.65 to 1.8 grams per cubic meter at free-stream static air temperatures of 15 degrees and 0 degrees F. The addition of ice to the inlet components increased total-pressure-distortion levels and decreased recovery values compared withclear0air results, the losses increasing with time in ice. The combination of glaze ice, high corrected weight flow, and high angle of attack yielded the highest levels of distortion and lowest values of recovery. The general character of compressor-face distortion with an iced inlet was the same as that for the clean inlet, the total-pressure gradients being predominantly radial, with circumferential gradients occurring at angle of attack. At zero angle of attack, free-stream Mach number of 0.27, and a constant corrected weight flow of 150 pounds per second (compressor-face Mach number of 0.43), compressor-face total-pressure-distortion level increased from about 6 percent in clear air to 12 percent after 21 minutes of heavy glaze icing; concurrently, total-pressure recovery decreased from about 0.98 to 0.945. For the same operating conditions but with the inlet at 12 deg angle of attack, a change in distortion level occurred from about 9 percent in clear air to 14 percent after 2-1/4 minutes of icing, with a decrease in recovery from about 0.97 to 0.94.

Description: This report gives the pressure distribution and resistance found by theory and experiment for simple quadrics fixed in an infinite uniform stream of practically incompressible fluid. The experimental values pertain to air and some liquids, especially water; the theoretical refer sometimes to perfect, again to viscid fluids. For the cases treated the concordance of theory and measurement is so close as to make a resume of results desirable. Incidentally formulas for the velocity at all points of the flow field are given, some being new forms for ready use derived in a previous paper. (author)

Description: The flow about slender flat-top wing-body configurations traveling at high supersonic speeds and small angles of attack is investigated analytically. In the case of conical configurations, approximate algebraic solutions to the flow field are obtained. In the case of configurations which are conical at the vertex but curved in the stream direction, these solutions are combined with a slender-body approximation to the generalized shock-expansion method to obtain the flow downstream of the vertex. Surface pressures were obtained experimentally at Mach numbers from 3.0 to 6.0 and angles of attack up to 6 deg for several flat-top wing-body configurations. These configurations consisted of half-bodies of revolution mounted beneath thin highly swept wings. Three different bodies were employed. The two conical bodies consisted of one-half of a fineness-ratio-5 cone and one-half of a fineness-ratio-2-1/2 cone. The body of the third configuration consisted of one-half of a fineness-ratio-5 ogive. For the ogive configuration, the leading edges of the wing were curved and designed to just maintain the theoretically determined bow shock along the leading edge at a Mach number of 5.0 and an angle of attack of 3 deg. The predictions of the conical flow theory of this paper for the surface pressures are found to be in good agreement with experiment at Mach numbers of 5.0 and 6.0 up to angles of attack of approximately 3 deg. Estimated lift, drag, and pitching-moment coefficients, as well as maximum lift-drag ratio, are also in good agreement with existing experimental data at a Mach number of 5.0 for a conical configuration having an arrow plan-form wing. It is also found that the generalized shock-expansion method yields reasonable good agreement with experiment for the surface pressures on the half-ogive configuration at a Mach number of 5.0 and an angle of attack of 3 deg.

Description: A pressure-distribution investigation of a wing-body combination has been conducted in the Langley 4- by 4-foot supersonic pressure tunnel at a Mach number of 2.01. The model configuration consisted of an ogive-circular-cylinder body (fineness ratio of approximately ii) and a wing with 45 deg of sweepback at the quarter-chord line, an aspect ratio of 4, and a taper ratio of 0.2. Data were obtained on high-, mid-, and low-wing configurations and for the body and wing alone for a range of angles of attack and yaw from 0 deg to 15 deg. The tabulated pressure coefficients are presented in this report.

Description: Heat-transfer measurements were made on a simulated glide-rocket shape in free flight at Mach numbers up to 10 and free-stream Reynolds numbers of 2 x 10 based on distance along surface from apex and 3 x 10 based on nominal leading-edge diameter. The model simulated the bottom of a 75 deg delta wing at 8O deg angle of attack. The data indicated that for the test conditions a modified three-dimensional stagnation-point theory will predict to reasonable engineering accuracy the heating on a highly swept wing leading edge, the heating being reduced by sweep by the 3/2 power of the cosine of the sweep angle. The data also indicate that laminar heating rates over the windward surface of a highly swept flat glider wing at moderate angles of attack can be predicted with reasonable engineering accuracy by flat-plate theory using wedge local flow conditions and basing Reynolds numbers on lengths from the wing leading edge parallel to the surface center line.

Description: Chemical sublimation has been employed for boundary-layer-flow visualization on the wings of a supersonic fighter airplane in level flight at speeds near a Mach number of 2.0. The tests have shown that laminar flow can be obtained over extensive areas of the wing with practical wing-surface conditions. In addition to the flow visualization tests, a method of continuously monitoring the conditions of the boundary layer has been applied to flight testing, using heated temperature resistance gages installed in a Fiberglas "glove" installation on one wing. Tests were conducted at speeds from a Mach number of 1.2 to a Mach number of 2.0, at altitudes from 35,000 feet to 56,000 feet. Data obtained at all angles of attack, from near 0 deg to near 10 deg, have shown that the maximum transition Reynolds number on the upper surface of the wing varies from about 2.5 x 10(exp 6) at a Mach number of 1.2 to about 4 x 10(exp 6) at a Mach number of 2.0. On the lower surface, the maximum transition Reynolds number varies from about 2 x 10(exp 6) at a Mach number of 1.2 to about 8 x 10(exp 6) at a Mach number of 2.0.

Description: The NASA Langley 8-Foot Transonic Pressure Tunnel is a continuous-flow, variable-pressure wind tunnel with control capability to independently vary Mach number, stagnation pressure, stagnation temperature, and humidity. The top and bottom walls of the test section are axially slotted to permit continuous variation of the test section Mach number from 0.2 to 1.2, the slot-width contour provides a gradient-free test section 50 in. long for Mach numbers equal to or greater than 1.0 and 100 in. long for Mach numbers less than 1.0. The stagnation pressure may be varied from 0.25 to 2.0 atm. The tunnel test section has been recalibrated to determine the relationship between the free-stream Mach number and the test chamber reference Mach number. The hardware was the same as that of an earlier calibration in 1972 but the pressure measurement instrumentation available for the recalibration was about an order of magnitude more precise. The principal result of the recalibration was a slightly different schedule of reentry flap settings for Mach numbers from 0.80 to 1.05 than that determined during the 1972 calibration. Detailed tunnel contraction geometry, test section geometry, and limited test section wall boundary layer data are presented.

Description: This report is based on a study made by the writer as a member of the Special Committee on Design of Army Semirigid Airship RS-1 appointed by the National Advisory Committee for Aeronautics. The increasing interest in airships has made the problem of the potential flow of a fluid about an ellipsoid of considerable practical importance. In 1833 George Green, in discussing the effect of the surrounding medium upon the period of a pendulum, derived three elliptic integrals, in terms of which practically all the characteristics of this type of motion can be expressed. The theory of this type of motion is very fully given by Horace Lamb in his "Hydrodynamics," and applications to the theory of airships by many other writers. Tables of the inertia coefficients derived from these integrals are available for the most important special cases. These tables are adequate for most purposes, but occasionally it is desirable to know the values of these integrals in other cases where tabulated values are not available. For this reason it seems worth while to assemble a collection of formulae which would enable them to be computed directly from standard tables of elliptic integrals, circular and hyperbolic functions and logarithms without the need of intermediate transformations. Some of the formulae for special cases (elliptic cylinder, prolate spheroid, oblate spheroid, etc.) have been published before, but the general forms and some special cases have not been found in previous publications. (author)

Description: The design of complicated structures often presents problems of extreme difficulty which are frequently insoluble. In many cases, however, the solution can be obtained by tests on suitable models. These model tests are becoming so important a part of the design of new engineering structures that their theory has become a necessary part of an engineer's knowledge. For balloons and airships water models are used. These are models about 1/30 the size of the airship hung upside down and filled with water under pressure. The theory shows that the stresses in such a model are the same as in the actual airship. In the design of the Army Semirigid Airship RS-1 no satisfactory way was found to calculate the stresses in the keel due to the changing shape of the bag. For this purpose a water model with a flexible keel was built and tested. This report gives the theory of the design, construction, and testing of such a water model.

Description: In the first article, in connection with a lecture on the hydrodynamic basis of flight and the potential flow about a Joukowski wing, the pressure distribution on several wings is computed and plotted. The diagrams of the pressure distributions are presented accompanied with a qualitative discussion of the pressure distribution. In the second article, the the cross-sectional outline (or profile) a Joukowski wing are plotted.

Description: A two-blade rotor having a diameter of 4 feet and a solidity of 0.037 was subjected to sharp-edge vertical gusts while being operated at various forward speeds to study the effect of the gusts on the blade periodic bending moments and flapping angles. Variables studied included gust velocity, collective pitch angle, flapping hinge offset, and tip-speed ratio. Dimensionless coefficients are derived for the periodic components of the incremental changes in blade flapping angles and bending moments which arise when a rotor blade penetrates a sharp-edge gust. Mental changes in both the flapping angles and bending moments are essentially proportional to gust velocity, and the coefficients express the ratio of these increments to gust velccity. The results show that the flapping coefficient usually increases with an increase in collective pitch angle, is generally dependent on tip-speed ratio, and is essentially independent of the amount of flapping hinge offset. The bending-moment coefficient is also dependent on collective pitch angle and tip-speed ratio. Expected reductions in bending moments are realized by the use of flapping hinges, and further reductions in bending moments are achieved as the amount of flapping hinge offset is increased. Comparison of the experimental results of this investigation with limited available theoretical results shows substantial agreement but indicates that the assumption that the response of the rotor to a sharp-edge gust is independent of the collective pitch angle prior to gust entry is probably inadequate.

Description: An experimental investigation has been made in the Langley stability tunnel to determine the aerodynamic characteristics of the Army Chemical Corps model E-112 bomblets with span-chord ratio of 2:1. A detailed analysis has not been made; however, the results showed that all the models were spirally unstable and that a large gap between the model tips and end plates tended to reduce the instability.

Description: A numerical investigation is carried out to determine the magnitude of wake radiation for a proposed Venus composition probe. One of the scientific goals of the mission is to determine the atmospheric composition of Venus by examining the intensity of scattered sunlight through the wake of the vehicle during planetary entry. In the wake of the vehicle, excited particles generated in the bow shock and boundary layers absorb and emit radiation. Thus, the purpose of this study is to determine if the radiation sensor will be able to sense the incoming solar radiative flux relative to the radiative flux generated in the wake. During portions of the entry trajectory the incident surface heat flux will be high enough to produce significant ablation. Ablation products such as CN are known to be strong radiators. Also, the ablation will be driven by strong radiation emanating from the bow shock. Thus, radiation and ablation will be coupled into the Navier-Stokes flow solutions.

Description: The ability to control the extent of laminar flow on swept wings at supersonic speeds may be a critical element in developing the enabling technology for a High Speed Civil Transport (HSCT). Laminar boundary layers are less resistive to forward flight than their turbulent counterparts, thus the farther downstream that transition from laminar to turbulent flow in the wing boundary layer is extended can be of significant economic impact. Due to the complex processes involved experimental studies of boundary layer stability and transition are needed, and these are performed in "quiet" wind tunnels capable of simulating the low-disturbance environment of free flight. At Ames, a wind tunnel has been built to operate at flow conditions which match those of the HSCT laminar flow flight demonstration 'aircraft, the F-16XL, i.e. at a Mach number of 1.6 and a Reynolds number range of 1 to 3 million per foot. This will allow detailed studies of the attachment line and crossflow on the leading edge area of the highly swept wing. Also, use of suction as a means of control of transition due to crossflow and attachment line instabilities can be studied. Topics covered include: test operating conditions required; design requirements to efficiently make use of the existing infrastructure; development of an injector drive system using a small pilot facility; plenum chamber design; use of computational tools for tunnel and model design; and early operational results.

Description: NASA Ames Research Center is pursuing the development of SOFIA, the Stratospheric Observatory For Infrared Astronomy. SOFIA will consist of a 2.5 meter telescope mounted aft of the wing of a Boeing 747 aircraft. Since a large portion of the infrared spectrum is not visible at ground level due to absorption by water vapor in the atmosphere below 40,000 feet, it is highly desirable to make observations above this altitude. SOFIA will provide the opportunity for astronomers to conduct high-altitude research for extended periods of time. Current study is focused on wind tunnel testing for the open cavity. If not controlled, air would create resonance and damage the telescope. For this reason, SOFIA will design a boundary layer control device to achieve laminar flow over the cavity. This also provides a clearer flow for seeing, thus improving resolution on infrared sources. Other effects being tested in the wind tunnel are aerodynamic torque loads on the telescope, and flutter loads on the tail.

Description: Experimental results for a two-dimensional separated turbulent boundary layer behind a backward facing step for five different Reynolds numbers are reported. Results are presented in the form of tables, graphs and a floppy disk for an easy access of the data. Reynolds number based on the step height was varied by changing the reference velocity upstream of the step, U(sub o), and the step height, h. Hot-wire measurement techniques were used to measure three Reynolds stresses and four triple-velocity correlations. In addition, surface pressure and skin friction coefficients were measured. All hot-wire measurements were acquired in a measuring domain which excluded recirculating flow region due to the directional insensitivity of hot-wires. The downstream extent of the domain from the step was 51 h for the largest and I 14h for the smallest step height. This significant downstream length permitted extensive study of the flow recovery. Prediction of perturbed flows and their recovery is particularly attractive for popular turbulence models since variations of turbulence length and time scales and flow interactions in different regions are generally inadequately predicted. The data indicate that the flow in the free shear layer region behaves like the plane mixing layer up to about 2/3 of the mean reattachment length when the flow interaction with the wall commences the flow recovery to that of an ordinary turbulent boundary layer structure. These changes of the flow do not occur abruptly with the change of boundary conditions. A reattachment region represents a transitional region where the flow undergoes the most dramatic adjustments to the new boundary conditions. Large eddies, created in the upstream free-shear layer region, are being torn, recirculated, reentrained back into the main stream interacting with the incoming flow structure. It is foreseeable that it is quite difficult to describe the physics of this region in a rational and quantitative manner other than statistical. Downstream of the reattachment point the flow recovers at different rates near the wall, in the newly developing internal boundary layer, and in the outer part of the flow. It appears that Reynolds stresses do not fully recover up to the longest recovery length of 114 h.

Description: Tail buffet studies were conducted on a full-scale, production, F/A-18 fighter aircraft in the 80- by 120-Foot Wind Tunnel of the National Full-Scale Aerodynamic Complex at NASA Ames Research Center at Moffett Field, California. Tail buffet data were acquired over an angle-of-attack range of +20 deg to +40 deg, a side-slip range of -16 deg to + 16 deg, and at wind speeds up to 100 knots. The maximum speed corresponds to a Reynolds number of l2.3 x l0(exp 6) based on mean aerodynamic chord and a Mach number of 0. 15. The port, vertical tail fin was instrumented with ninety-six surface-pressure transducers, arranged in six by eight arrays, on each side of the fin. ne aircraft was also equipped with a removable Leading-Edge Extension (LEX) fence whose purpose is to reduce tail-buffet loads. Current analysis methods for the unsteady aerodynamic pressures and loads are described. Only results for the zero side-slip condition are to be presented, both with and without the LEX fence. Results of the time-averaged, power-spectral analysis are presented for the tail fin bending moments which are derived from the integrated pressure field. Local wave velocities on the tail surfaces are calculated from pressure correlations. It was found that the LEX fence significantly reduces the magnitude of the root-mean-square pressures and bending moments. Scaling and repeatability issues are addressed by comparing the present full scale results for pressures at the 60%-span and 45%-chord location with previous full-scale F/A-18 tail-buffet test in the 80- by 120- Foot Wind Tunnel, and with several small-scale tests. The comparisons show that the tail buffet frequency scales very well with tail chord and free-stream velocity, and that there is good agreement with the previous full-scale test. Root-mean-square pressures and power spectra do not scale as well as the frequency results. Addition of a LEX fence caused tail-buffet loads to be reduced at all model scales.

Description: The recent resurgence of interest in utilizing laminar flow on aircraft surfaces for reduction in skin friction drag has generated a considerable amount of research in natural laminar flow (NLF) and hybrid laminar flow control (HLFC) on transonic aircraft wings. This research has focused primarily on airfoil design and understanding transition behavior with little concern for the surface imperfections and manufacturing variations inherent to most production aircraft. In order for laminar flow to find wide-spread use on production aircraft, techniques for constructing the wings must be found such that the large surface imperfections present in the leading edge region of current aircraft do not occur. Toward this end, a modification to existing leading edge construction techniques was devised such that the resulting surface did not contain large gaps and steps as are common on current production aircraft of this class. A lowspeed experiment was first conducted on a simulation of the surface that would result from this construction technique. Preston tube measurements of the boundary layer downstream of the simulated joint and flow visualization using sublimation chemicals validated the literature on the effects of steps on a laminar boundary layer. These results also indicated that the construction technique was indeed compatible with laminar flow. In order to fully validate the compatibility of this construction technique with laminar flow, thus proving that it is possible to build wings that are smooth enough to be used on business jets and light transports in a manner compatible with laminar flow, a flight experiment is being conducted. In this experiment Mach number and Reynolds number will be matched in a real flight environment. The experiment is being conducted using the NASA Dryden F-104 Flight Test Fixture (FTF). The FTF is a low aspect ratio ventral fin mounted beneath an F-104G research aircraft. A new nose shape was designed and constructed for this experiment. This nose shape provides an accelerating pressure gradient in the leading edge region. By flying the aircraft at appropriate Mach numbers and altitudes, this nose shape simulates the leading edge region of a laminar flow wing for a business jet or light transport. Manufactured into the nose shape is a spanwise slot located approximately four inches downstream of the leading edge. The slot, which is an inch wide and one-eighth of an inch deep allows the simulation of surface imperfections, such as gaps and steps at skin joints, which will occur on aircraft using this new construction technique. By placing strips of aluminum of various sizes and shapes in the slot, the effect on the boundary layer of different sizes and shapes of steps and gaps will be examined. It is planned to use five different configurations, differing primarily in the size and number of gaps. Downstream of the slot, the state of the boundary layer is determined using hot film gages and Stanton gages. Agreement between these two very different techniques of measuring boundary layer properties is considered important to being able to state with confidence the effects on the boundary layer of the simulated manufacturing imperfections. To date, the aircraft has not flown. First flights of the aircraft are on schedule to begin October 4, 1993. Low-speed, preliminary experiments at matching Reynolds numbers have been completed.

Description: Available redundancy among aircraft control surfaces allows for effective wing camber modifications. As shown in the past, this fact can be used to improve aircraft performance. To date, however, algorithm developments for in-flight camber optimization have been limited. This paper presents a perturbational approach for cruise optimization through in-flight camber adaptation. The method uses, as a performance index, an indirect measurement of the instantaneous net thrust. As such, the actual performance improvement comes from the integrated effects of airframe and engine. The algorithm, whose design and robustness properties are discussed, is demonstrated on the NASA Dryden B-720 flight simulator.

Description: Of the various unsteady flows that occur in axial turbomachines certain asymmetric disturbances, of wave length large in comparison with blade spacing, have become understood to a certain extent. These disturbances divide themselves into two categories: self-induced oscillations and force disturbances. A special type of propagating stall appears as a self-induced disturbance; an asymmetric velocity profile introduced at the compressor inlet constitutes a forced disturbance. Both phenomena have been treated from a unified theoretical point of view in which the asymmetric disturbances are linearized and the blade characteristics are assumed quasi-steady. Experimental results are in essential agreement with this theory wherever the limitations of the theory are satisfied. For the self-induced disturbances and the more interesting examples of the forced disturbances, the dominant blade characteristic is the dependence of total pressure loss, rather than the turning angle, upon the local blade inlet angle.

Description: A highly-instrumented UH-60A aircraft was tested at NASA-Ames Research Center from August 1993 to February 1994 obtaining an extensive data base for level flight, maneuvers, acoustics (both with respect to ground microphone arrays and inflight microphones), and flight dynamics. A majority of the data obtained are now in an electronic data base, however, only a small fraction of the data have been examined. The proposed paper will examine the issue of hovering steadiness in more detail. In particular, a single set of data obtained during ground acoustic testing may provide considerable insight as the wind speeds were measured at a hover height of 250 feet and the aircraft was positioned in 15 deg. steps in heading from 0 to 180 deg. Also, hover housekeeping data were obtained for many of the 31 flights and these will also allow a characterization of the unsteadiness. The variation in section lift will be examined in terms of the induced flow angle variation and this will be related to possible physical explanations.

Description: Compressibility plays a significant role in the development of separation on airfoils experiencing unsteady motion, even at moderately compressible free-stream flow velocities. This effect can result in completely changed stall characteristics compared to those observed at incompressible speed, and can dramatically affect techniques used to control separation. There has been a significant effort in recent years directed toward better understanding; of this process, and its impact on possible techniques for control of separation in this complex environment. A review of existing research in this area will be presented, with emphasis on the physical mechanisms that play such an important role in the development of separation on airfoils. The increasing impact of compressibility on the stall process will be discussed as a function of free-stream Mach number, and an analysis of the changing flow physics will be presented. Examples of the effect of compressibility on dynamic stall will be selected from both recent and historical efforts by members of the aerospace community, as well as from the ongoing research program of the present authors. This will include a presentation of a sample of high speed filming of compressible dynamic stall which has recently been created using real-time interferometry.

Description: This paper will describe the Airbreathing Hypersonic Research Program at NASA Ames Research Center. A main theme will be the "From Computation Through Flight" research effort. General research areas covered will include systems analysis, aerodynamics and aerothermodynamics, propulsion, materials, and flight research. Illustrative results from each discipline will be presented. The synergism between computational and experimental research will be demonstrated by examples. All examples given will have been published in the open literature.

Description: A developed method has been applied to calculate accurately the viscous flow about airfoils normal to the free-stream flow. This method has special application to the analysis of tilt rotor aircraft in the evaluation of download. In particular, the flow about an XV-15 airfoil with and without deflected leading and trailing edge flaps at -90 degrees incidence is evaluated. The multi-element aspect of the method provides for the evaluation of slotted flap configurations which may lead to decreased drag. The method solves for turbulent flow at flight Reynolds numbers. The flow about the XV-15 airfoil with and without flap deflections has been calculated and compared with experimental data at a Reynolds number of one million. The comparison between the calculated and measured pressure distributions are very good, thereby, verifying the method. The aerodynamic evaluation of multielement airfoils will be conducted to determine airfoil/flap configurations for reduced airfoil drag. Comparisons between the calculated lift, drag and pitching moment on the airfoil and the airfoil surface pressure will also be presented.

Description: Steady and unsteady viscous, three-dimensional flowfields are calculated using a thin layer approximation of Navier-Stokes equations in conjunction with Chimera overset grids. The finite-difference numerical scheme uses structured grids and a pentadiagonal flow solver called "OVERFLOW". The configuration of Boeing 747-200 has been chosen as one of configurations to be used as a platform for the SOFIA (Stratospheric Observatory For Infrared Astronomy). Initially, the steady flowfield of the full aircraft is calculated for the clean configuration (without a cavity to house telescope). This solution is then used to start the unsteady flowfield of a configuration containing cavity housing the observation telescope and its peripheral units. Analysis of unsteady flowfield in the cavity and its influence on the tail empennage, as well as the noise due to turbulence and optical quality of the flow are the main focus of this study. For the configuration considered here, the telescope housing cavity is located slightly downstream of the portwing. The entire flow-field is carefully constructed using 45 overset grids and consists of nearly 4 million grid points. All the computations axe done at one freestream flow condition of M(sub infinity) = 0.85, alpha = 2.5deg, and a Reynolds of Re = 1.85x10deg

Description: The proposed paper presents flow visualization performed during experiments conducted on a full-scale F/A-18 aircraft in the 80- by 120-Foot Wind-Tunnel at NASA Ames Research Center. This investigation used both surface and off-surface flow visualization techniques to examine the flow field on the forebody, canopy, leading edge extensions (LEXs), and wings. The various techniques used to visualize the flow field were fluorescent tufts, flow cones treated with reflective material, smoke in combination with a laser light sheet, and a video imaging system. The flow visualization experiments were conducted over an angle of attack range from 20deg to 45deg and over a sideslip range from -10deg to 10deg. The results show regions of attached and separated flow on the forebody, canopy, and wings. Additionally, the vortical flow is clearly visible over the leading-edge extensions, canopy, and wings.

Description: It is stated that the aerodynamic forces on the vehicle being aerocaptured are controlled by "altering the angle of attack" and thereby controlling the lift coefficient. Furthermore, the resulting variation of drag coefficient with angle of attack was ignored. The purpose of this Comment is to point out that an aerodynamic control method that is much more effective than the pitch modulation has been studied and utilized during entries for many years. During aerocapture, it is desirable to have a large range of lift coefficients available, while keeping the vehicle's ballistic coefficients constant. This is accomplished by modulating the vehicle's bank angle, i.e., by rolling the vehicle about its velocity vector. By this method, the angle of attack can be held constant (at the trim angle, if desired), and the C(sub D) and the ballistic coefficient remain constant. Furthermore, the vertical component of the normal force vector (essentially the lift) can be varied over its entire range, from maximum positive to maximum negative values. Reaction controls, rather than aerodynamic ones, are usually utilized to change the bank angle of the vehicle, thus requiring the use of fuel. However, the fuel expenditure that is required to change the bank angle is far less than the amount that would have to be used to continuously hold the vehicle at pitch angles that differ significantly from its trim angle of attack. Also, it has been shown that bank angle modulation to vary the lift can enlarge the entry corridor by increasing the entry angle for the undershoot boundary, where both the heating rate and deceleration reach a maximum. Finally, the crew's deceleration tolerance can be increased somewhat when the bank angle is varied, as opposed to the pitch angle. For bank modulation, the deceleration force vector can be kept at a constant angle with respect to the occupants whose tolerance to g loads is highest when the force is applied in a direction normal to the upper torso. The advantages of bank angle variation to modulate the lift vector were recognized long ago, and this method of control was used successfully on the Apollo command module during lunar return' and, more recently, for the Space Shuttle Orbiter.

Description: Study of sonic and supersonic jet plumes are relevant to understanding such phenomenon as jet-noise, plume signatures, and rocket base-heating and radiation. Jet plumes are simple to simulate and yet, have complex flow structures such as Mach disks, triple points, shear-layers, barrel shocks, shock-shear-layer interaction, etc. Experimental and computational simulation of sonic and supersonic jet plumes have been performed for under- and over-expanded, axisymmetric plume conditions. The computational simulation compare very well with the experimental observations of schlieren pictures. Experimental data such as temperature measurements with hot-wire probes are yet to be measured and will be compared with computed values. Extensive analysis of the computational simulations presents a clear picture of how the complex flow structure develops and the conditions under which self-similar flow structures evolve. From the computations, the plume structure can be further classified into many sub-groups. In the proposed paper, detail results from the experimental and computational simulations for single, axisymmetric, under- and over-expanded, sonic and supersonic plumes will be compared and the fluid dynamic aspects of flow structures will be discussed.

Description: Three direct numerical simulations of time-evolving turbulent plane wakes with velocity deficit Reynolds numbers of about 2,000 have been simulated using a spectral numerical method with up to 600 x 260 x 160 modes. The initial conditions for the simulations are generated from direct numerical simulations of a turbulent boundary layer (momentum thickness Reynolds number of 670), and varying amounts of additional two- dimensional, forcing. In order to preserve the self-similar flow evolution, the forcing is implemented by multiplying all the two-dimensional modes in the initial condition by a constant factor. In the "natural" case no additional forcing is used; in the "forced" and "heavily forced" cases this factor is 5 and 20, respectively. The wake spreading rate Is increased by factors of 1.7 and 7.1 for the two forced cases. The Reynolds stresses are also increased by a similar or even larger factor. These results indicate that the plane wake is much more sensitive to initial forcing than the plane mixing layer. As in the plane mixing layer, two-dimensional forcing promotes more organized large-scale vortical flow structures and these structures axe sometimes separated by "braid regions" containing streamwise "rib" vortices, unlike in the unforced wake.

Description: Large-eddy simulation of the incompressible Navier-Stokes equations has been used to examine the long-time development of initially isotropic turbulence subjected to solid-body rotation. The simulations were carried out using a pseudo-spectral method with 128 x 128 x 512 collocation points in a computational domain that is four times larger along the rotation axis than in the other directions; subgrid-scale motions were parameterized using a spectral eddy viscosity model modified for system rotation. Simulation results show that the correlation length along the rotation am's of velocities orthogonal to the rotation vector exhibits rapid growth while the integral length-scale of velocities aligned with the rotation axis is relatively unaffected by rotation. Examination of the energy spectrum of two-dimensional, two-component motions indicates the presence of an inverse cascade of energy. System rotation also causes an alignment of vorticity along the rotation axis with relatively stronger cyclonic vorticity than anticyclonic. The onset of anisotropic effects are well characterized by Rossby numbers defined in terms of both macroscopic and microscopic quantities.

Description: This paper will review the advances made recently in the Navier-Stokes CFD methods to simulate aerodynamics and aeroacoustics of helicopter rotors and rotor-body flows. Although a complete flowfield simulation of full helicopter is currently not feasible with these methods, impressive gains have been made in analyzing individual components of this complex problem in a very detailed manner. The use of the state-of-the-art numerical algorithms in solution methods, in conjunction with powerful supercomputers, like the Cray-2, have enabled noticeable progress to be made in modeling viscous-inviscid interactions, blade-vortex interactions, tip-vortex: simulation and wake effects, as well as high speed impulsive noise in hover and forward flight for isolated rotor blades. This paper will critically evaluate the presently available Euler and Navier-Stokes methods, both finite-difference and finite volume methods using structured and unstructured grids for helicopter applications for accuracy, suitability, and computational efficiency. The review will also include the recent progress made using overset grids to model rotor-body flows. All the material for this review will be drawn from the published material shown below.

Description: In recent years significant advances have been made for parallel computers in both hardware and software. Now parallel computers have become viable tools in computational mechanics. Many application codes developed on conventional computers have been modified to benefit from parallel computers. Significant speedups in some areas have been achieved by parallel computations. For single-discipline use of both fluid dynamics and structural dynamics, computations have been made on wing-body configurations using parallel computers. However, only a limited amount of work has been completed in combining these two disciplines for multidisciplinary applications. The prime reason is the increased level of complication associated with a multidisciplinary approach. In this work, procedures to compute aeroelasticity on parallel computers using direct coupling of fluid and structural equations will be investigated for wing-body configurations. The parallel computer selected for computations is an Intel iPSC/860 computer which is a distributed-memory, multiple-instruction, multiple data (MIMD) computer with 128 processors. In this study, the computational efficiency issues of parallel integration of both fluid and structural equations will be investigated in detail. The fluid and structural domains will be modeled using finite-difference and finite-element approaches, respectively. Results from the parallel computer will be compared with those from the conventional computers using a single processor. This study will provide an efficient computational tool for the aeroelastic analysis of wing-body structures on MIMD type parallel computers.

Description: No abstract available

Description: The influence of the deflected flow caused by the fuselage (especially by unsymmetrical attitudes) on the lift and the rolling moment due to sideslip has been discussed for infinitely long fuselages with circular and elliptical cross section. The aim of this work is to add rectangular cross sections and, primarily, to give a principle by which one can get practically usable contours through simple conformal mapping. In a few examples, the velocity field in the wing region and the induced flow produced are calculated and are compared with corresponding results from elliptical and strictly rectangular cross sections.

Description: The longitudinal aerodynamic characteristics of a wing-body-horizontal-tail configuration designed for efficient performance at transonic speeds has been investigated at Mach numbers from 0.80 to 1.03 in the Langley 16-foot transonic tunnel. The effect of adding an outboard leading-edge chord-extension to the highly tapered 45 deg. swept wing was also obtained. The average Reynolds number for this investigation was 6.7 x 10(exp 6) based on the wing mean aerodynamic chord. The relatively low tail placement as well as the addition of a chord-extension achieved some alleviation of the pitchup tendencies of the wing-fuselage configuration. The maximum trimmed lift-drag ratio was 16.5 up to a Mach number of 0.9, with the moment center located at the quarter-chord point of the mean aerodynamic chord. For the untrimmed case, the maximum lift-drag ratio was approximately 19.5 up to a Mach number of 0.9.

Description: Lateral-stability flight tests were made over the Mach number range from 0.7 to 1.3 of models of three airplane configurations having 45deg sweptback wings. One model had a high wing; one, a low wing; and one, a high wing with cathedral. The models were otherwise identical. The lateral oscillations of the models resulting from intermittent yawing disturbances were interpreted in terms of full-scale airplane flying qualities and were further analyzed by the time-vector method to obtain values of the lateral stability derivatives. The effects of changes i n wing height on the static sideslip derivatives were fairly constant in the speed range investigated and agreed well with estimated values based on subsonic wind-tunnel tests. Effects of geometric dihedral on the rolling moment due to sideslip agreed well with theoretical and other experimental results and with a theoretical relation involving the damping in roll. The damping in roll, when compared with theoretical and other experimental results, shared good agreement at supersonic speeds but was somewhat higher at a Mach number of 1.0 and at subsonic speeds. The damping in yaw shared no large changes in the transonic region.

Description: The large-eddy simulation of the spatial evolution of a stationary crossflow vortex packet in a three-dimensional boundary layer was performed. Although a coarse grid was used (compared to that required by a direct numerical simulation) the essential features of the disturbance evolution, such as the spanwise disturbance spreading and the vortex rollover, were captured accurately. The eddy viscosity became significant only in the late nonlinear stages of the simulation.

Description: A study of the leeside flow characteristics of the Shuttle Orbiter is presented for a reentry flight condition. The flow is computed using a point-implicit, finite-volume scheme known as the Langley Aerothermodynamic Upwind Relaxation Algorithm (LAURA). LAURA is a second-order accurate, laminar Navier-Stokes solver, incorporating finite-rate chemistry with a radiative equilibrium wall temperature distribution and finite-rate wall catalysis. The resulting computational solution is analyzed in terms of salient flow features and the surface quantities are compared with flight data.

Description: During an investigation of the J57-P-1 turbojet engine in the Lewis altitude wind tunnel, effects of inlet-flow distortion on engine stall characteristics and operating limits were determined. In addition to a uniform inlet-flow profile, the inlet-pressure distortions imposed included two radial, two circumferential, and one combined radial-circumferential profile. Data were obtained over a range of compressor speeds at an altitude of 50,000 and a flight Mach number of 0.8; in addition, the high- and low-speed engine operating limits were investigated up to the maximum operable altitude. The effect of changing the compressor bleed position on the stall and operating limits was determined for one of the inlet distortions. The circumferential distortions lowered the compressor stall pressure ratios; this resulted in less fuel-flow margin between steady-state operation and compressor stall. Consequently, the altitude operating Limits with circumferential distortions were reduced compared with the uniform inlet profile. Radial inlet-pressure distortions increased the pressure ratio required for compressor stall over that obtained with uniform inlet flow; this resulted in higher altitude operating limits. Likewise, the stall-limit fuel flows required with the radial inlet-pressure distortions were considerably higher than those obtained with the uniform inlet-pressure profile. A combined radial-circumferential inlet distortion had effects on the engine similar to the circumferential distortion. Bleeding air between the two compressors eliminated the low-speed stall limit and thus permitted higher altitude operation than was possible without compressor bleed.

Description: A linear stability analysis and flight-test investigation has been performed on a rolleron-type roll-rate stabilization system for a canard-type missile configuration through a Mach number range from 0.9 to 2.3. This type damper provides roll damping by the action of gyro-actuated uncoupled wing-tip ailerons. A dynamic roll instability predicted by the analysis was confirmed by flight testing and was subsequently eliminated by the introduction of control-surface damping about the rolleron hinge line. The control-surface damping was provided by an orifice-type damper contained within the control surface. Steady-state rolling velocities were at all times less than 1 radian per second between the Mach numbers of 0.9 to 2.3 on the configurations tested. No adverse longitudinal effects were experienced in flight because of the tendency of the free-floating rollerons to couple into the pitching motion at the low angles of attack and disturbance levels investigated herein after the introduction of control-surface damping.

Description: Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle - of-attack range of this test (0 deg to 8 deg). The aerodynamic-center location for angles of attack near 50 remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near 0 deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of 0 deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle -of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Description: A model of a cruciform missile configuration having a low-aspectratio wing equipped with flap-type controls was flight tested in order to determine stability and control characteristics while rolling at about 5 radians per second. Comparison is made with results from a similar model which rolled at a much lower rate. Results showed that, if the ratio of roll rate to natural circular frequency in pitch is not greater than about 0.3, the motion following a step disturbance in pitch essentially remains in a plane in space. The slope of normal-force coefficient against angle of attack C(sub N(sub A)) was the same as for the slowly rolling model at O deg control deflection but C(sub N(sub A)) was much higher for the faster rolling model at about 5 deg control deflection. The slope of pitching-moment coefficient against angle of attack & same for both models at 0 deg control deflection but was lower for the faster rolling model at about 5 deg control deflection. Damping data for the faster rolling model showed considerably more scatter than for the slowly rolling model.

Description: A diamond wing and body combination was designed to have an area distribution which would result in near optimum zero-lift wave-drag coefficients at a Mach number of 1.00, and decreasing wave-drag coefficient with increasing Mach number up to near sonic leading-edge conditions for the wing. The airfoil section were computed by varying their shape along with the body radii (blending process) to match the selected area distribution and the given plan form. The exposed wing section had an average maximum thickness of about 3 percent of the local chords, and the maximum thickness of the center-line chord was 5.49 percent. The wing had an aspect ratio of 2 and a leading-edge sweep of 45 deg. Test data were obtained throughout the Mach number range from 0.20 to 3.50 at Reynolds numbers based on the mean aerodynamic chord of roughly 6,000,000 to 9,000,000. The zero-lift wave-drag coefficients of the diamond model satisfied the design objectives and were equal to the low values for the Mach number 1.00 equivalent body up to the limit of the transonic tests. From the peak drag coefficient near M = 1.00 there was a gradual decrease in wave-drag coefficient up to M = 1.20. Above sonic leading-edge conditions of the wing there was a rise in the wave-drag coefficient which was attributed in part to the body contouring as well as to the wing geometry. The diamond model had good lift characteristics, in spite of the prediction from low-aspect-ratio theory that the rear half of the diamond wing would carry little lift. The experimental lift-curve slope obtained at supersonic speeds were equal to or greater than the values predicted by linear theory. Similarly the other basic aerodynamic parameters, aerodynamic center position, and maximum lift-drag ratios were satisfactorily predicted at supersonic speeds.

Description: An investigation of a model of a standard size body in combination with a representative 45 deg swept-wing-fuselage model has been conducted in the Langley 8-foot transonic pressure tunnel over a Mach number range from 0.80 to 1.43. The body, with a fineness ratio of 8.5, was tested with and without fins, and was pylon-mounted beneath the fuselage or wing. Force measurements were obtained on the wing-fuselage model with and without the body, for an angle-of-attack range from -2 deg to approximately 12 deg and an angle-of-sideslip range from -8 deg to 8 deg. In addition, body loads were measured over the same angle-of-attack and angle-of-sideslip range. The Reynolds number for the investigation, based on the wing mean aerodynamic chord, varied from 1.85 x 10(exp 6) to 2.85 x 10(exp 6). The addition of the body beneath the fuselage or the wing increased the drag coefficient of the complete model over the Mach number range tested. On the basis of the drag increase per body, the under-fuselage position was the more favorable. Furthermore, the bodies tended to increase the lateral stability of the complete model. The variation of body loads with angle of attack for the unfinned bodies was generally small and linear over the Mach number range tested with the addition of fins causing large increases in the rates of change of normal-force coefficient and nose-down pitching-moment coefficient. The variation of body side-force coefficient with sideslip for the unfinned body beneath the fuselage was at least twice as large as the variation of this load for the unfinned body beneath the wing. The addition of fins to the body beneath either the fuselage or the wing approximately doubled the rate of change of body side-force coefficient with sideslip. Furthermore, the variation of body side-force coefficient with sideslip for the body beneath the wing was at least twice as large as the variation of this load with angle of attack.

Description: An investigation was made of the effects of body shape on the drag of a 45 deg sweptback-wing-body combination at Mach numbers from 0.90 to 1.43. Both the expansion and compression fields induced by body indentation were swept back as the stream Mach number increased from 0.94. The line of zero pressure change was generally tangent to the Mach lines associated with the local velocities over the wing and body. The strength of the induced pressure fields over the wing were attenuated with spanwise distance and the major effects were limited to the inboard 60 percent of the wing semispan. Asymmetrical body indentation tended to increase the lift on the forward portion of the wing and reduce the lift on the rearward portion. This redistribution of lift had a favorable effect on the wave drag due to lift. Symmetrical body indentation reduced the drag loading near the wing-body juncture at all Mach numbers. The reduction in drag loading increased in spanwise extent as the Mach number increased and the line of zero induced pressure became more nearly aligned with the line of maximum wing thickness. Calculations of the wave drag due to thickness, the wave drag due to lift, and the vortex drag of the basic and symmetrical M = 1.2 body and wing combinations at an angle of attack of 0 deg predicted the effects of indentation within 11 percent of the wing-basic-body drag throughout the Mach number range from 1.0 to 1.43. Calculations of the wave drag due to thickness, the wave drag due to lift, and the vortex drag for the basic, symmetrical M = 1.2, and asymmetrical M = 1.4 body and wing combinations predicted the total pressure drag to within 8 percent of the experimental value at M = 1.43.

Description: The linearized theory for heat addition under a wing has been developed to optimize wing geometry, heat addition, and angle of attack. The optimum wing has all of the thickness on the underside of the airfoil, with maximum-thickness point well downstream, has a moderate thickness ratio, and operates at an optimum angle of attack. The heat addition is confined between the fore Mach waves from under the trailing surface of the wing. By linearized theory, a wing at optimum angle of attack may have a range efficiency about twice that of a wing at zero angle of attack. More rigorous calculations using the method of characteristics for particular flow models were made for heating under a flat-plate wing and for several wings with thickness, both with heat additions concentrated near the wing. The more rigorous calculations yield in practical cases efficiencies about half those estimated by linear theory. An analysis indicates that distributing the heat addition between the fore waves from the undertrailing portion of the wing is a way of improving the performance, and further calculations appear desirable. A comparison of the conventional ramjet-plus wing with underwing heat addition when the heat addition is concentrated near the wing shows the ramjet to be superior on a range basis up to Mach number of about B. The heat distribution under the wing and the assumed ramjet and airframe performance may have a marked effect on this conclusion. Underwing heat addition can be useful in providing high-altitude maneuver capability at high flight Mach numbers for an airplane powered by conventional ramjets during cruise.

Description: The performance characteristics of several flush and shielded auxiliary exits were investigated at Mach numbers of 1.5 to 2.0, and jet pressure ratios from jet off to 10. The results indicate that the shielded configurations produced better overall performance than the corresponding flush exits over the Mach-number and pressure-ratio ranges investigated. Furthermore, the full-length shielded exit was highest in performance of all the configurations. The flat-exit nozzle block provided considerably improved performance compared with the curved-exit nozzle block.

Description: Two methods for reducing the external cowl angle, and hence the cowl pressure drag, were investigated on a two-dimensional model. One method used at both on- and off-design Mach numbers was the addition of a cowl visor that had the inner surface parallel to the free stream at 0 deg angle of attack. The other method investigated consisted in replacing the original cowl by a flatter cowl that also provided internal contraction. Both the visor and the internal-contraction cowl reduced the cowl pressure drag 64 percent or more. The visor had little effect on inlet performance at the design Mach number except to reduce the stability range slightly. At off-design, the visor caused an increase in critical pressure recovery.

Description: A compilation of charts of the induced velocities near a lifting rotor is presented. The charts cover uniform as well as various non-uniform distributions of disk loading and should be applicable to many aerodynamic interference problems involving rotors.

Description: Semispan-wing models were tested at angles of attack from 0 to 180 deg at low subsonic speeds. Eight plan forms were considered, both swept and unswept with aspect ratios ranging from 2 to 6. Except for a delta-wing model of aspect ratio 2. all models had a taper ratio of 0.5 and an NACA 64AO10 airfoil section. The delta-wing model had an NACA 0005 (modified) airfoil section. With two exceptions, the models were tested both with and without a full-span trailing-edge flap deflected 25 deg. The Reynolds numbers based on the mean aerodynamic chord were between 1.5 and 2.2 million. Lift, drag, and pitching-moment coefficients are presented as functions of angle of attack. Approximate corrections for the effects of blockage were applied to the data.

Description: An investigation of the effects of variation of leading-edge sweep and surface inclination on the flow over blunt flat plates was conducted at Mach numbers of 4 and 5.7 at free-stream Reynolds numbers per inch of 6,600 and 20,000, respectively. Surface pressures were measured on a flat plate blunted by a semicylindrical leading edge over a range of sweep angles from 0 deg to 60 deg and a range of surface inclinations from -10 deg to +10 deg. The surface pressures were predicted within an average error of +/- 8 percent by a combination of blast-wave and boundary-layer theory extended herein to include effects of sweep and surface inclination. This combination applied equally well to similar data of other investigations. The local Reynolds number per inch was found to be lower than the free-stream Reynolds number per inch. The reduction in local Reynolds number was mitigated by increasing the sweep of the leading edge. Boundary-layer thickness and shock-wave shape were changed little by the sweep of the leading edge.

Description: The results of an experimental wind-tunnel investigation of the damping in pitch of two wing-body combinations are presented. The tests were conducted in the Ames 14-foot transonic wind tunnel over a Mach number range from 0.60 to 1.18. Reynolds numbers varied from 2.3 million to 5.5 million. One model with a triangular wing of aspect ratio 2 having NACA 0003-63 sections was oscillated at an amplitude of 1.5 and a frequency of 17 cycles per second. The second model with a straight, tapered wing of aspect ratio 3 having 3-percent biconvex circular-arc sections was oscillated at an amplitude of 1.0 deg and a frequency of 21 cycles per second. The tests were made with the models at a mean angle of attack of 0 deg. The models were oscillated with a dynamic balance that was actuated by an electrohydraulic servo valve. The results of this investigation indicate the usefulness of this new apparatus. The experimental results of a previous damping-in-pitch investigation conducted in the Ames 6- by 6-foot supersonic wind tunnel at Mach numbers from 1.2 to 1.7 are included along with the theoretical results for this Mach number range. In the region of Mach numbers available for comparison, good agreement is shown to exist between the data obtained in the two facilities, except for some inconsistency in the slopes of the curves at M = 1.2 for the triangular wing. The results of this investigation clearly show that for the models tested the maximum values of the damping in pitch occur at Mach numbers very close to 1.0, and that abrupt changes in the pitch damping are encountered near sonic velocity.

Description: Pressure distributions obtained in the Langley 8-foot transonic pressure tunnel on a thin, highly tapered, twisted, 450 sweptback wing in combination with a body are presented. The wing has a cubic spanwise twist variation from 0 deg. at 10 percent of the semispan to 60 at the tip. The tip is at a lower angle of attack than the root. Tests were made at stagnation pressures of 1.0 and 0.5 atmosphere, at Mach numbers from 0 0.800 to 1.200, and at angles of attack from -4 deg. to 20 deg.

Description: Surface pressures were measured over a blunt 60 deg delta wing with extended trailing edge at a Mach number of 5.7, a free-stream Reynolds number of 20,000 per inch, and angles of attack from -10 to +10 deg. Aft of four leading-edge thicknesses the pressure distributions evidenced no appreciable three-dimensional effects and were predicted qualitatively by a method described herein for calculation of pressure distribution in two-dimensional flow. Results of tests performed elsewhere on blunt triangular wings were found to substantiate the near two-dimensionality of the flow and were used to extend the range of applicability of the method of surface pressure predictions to Mach numbers of 11.5 in air and 13.3 in helium.

Description: A review of the physical condition's under which future airplanes will operate has been made and the necessity for considering fatigue in the design has been established. A survey of the literature shows what phases of elevated-temperature fatigue have been investigated. Other studies that would yield data of particular interest to the designer of aircraft structures are indicated.

Description: A brief review of airplane altitude errors due to typical pressure installations at the fuselage nose, the wing tip, and the vertical fins is presented. A static-pressure tube designed to compensate for the position errors of fuselage-nose installations in the subsonic speed range is described. This type of tube has an ogival nose shape with the static-pressure orifices located in the low-pressure region near the tip. The results of wind-tunnel tests of these compensated tubes at two distances ahead of a model of an aircraft showed the position errors to be compensated to within 1/2 percent of the static pressure through a Mach number range up to about 1.0. This accuracy of sensing free-stream static pressure was extended up to a Mach number of about 1.15 by use of an orifice arrangement for producing approximate free-stream pressures at supersonic speeds and induced pressures for compensation of error at subsonic speeds.

Description: An investigation has been conducted on a triangular wing and body combination to determine the effects on the aerodynamic characteristics resulting from deflecting portions of the wing near the tips 900 to the wing surface about streamwise hinge lines. Experimental data were obtained for Mach numbers of 0.70, 1.30, 1.70, and 2.22 and for angles of attack ranging from -5 deg to +18 deg at sideslip angles of 0 deg and 5 deg. The results showed that the aerodynamic center shift experienced by the triangular wing and body combination as the Mach number was increased from subsonic to supersonic could be reduced by about 40 percent by deflecting the outboard 4 percent of the total area of each wing panel. Deflection about the same hinge line of additional inboard surfaces consisting of 2 percent of the total area of each wing panel resulted in a further reduction of the aerodynamic center travel of 10 percent. The resulting reductions in the stability were accompanied by increases in the drag due to lift and, for the case of the configuration with all surfaces deflected, in the minimum drag. The combined effects of reduced stability and increased drag of the untrimmed configuration on the trimmed lift-drag ratios were estimated from an analysis of the cases in which the wing-body combination with or without tips deflected was assumed to be controlled by a canard. The configurations with deflected surfaces had higher trimmed lift-drag ratios than the model with undeflected surfaces at Mach numbers up to about 1.70. Deflecting either the outboard surfaces or all of the surfaces caused the directional stability to be increased by increments that were approximately constant with increasing angle of attack at each Mach number. The effective dihedral was decreased at all angles of attack and Mach numbers when the surfaces were deflected.

Description: An investigation has been conducted to determine the effects of a high positioned horizontal tail on a wing-body configuration having a thin unswept wing of aspect ratio 3.09. Lift and pitching-moment coefficients were obtained for Mach numbers from 0.80 to 1.40 at Reynolds numbers of 1.0 and 1.5 million and for angles of attack to 20 deg. An experimental study of the pitching-moment contribution of the horizontal tail indicated that the marked destabilizing effect of the horizontal tail at high angles of attack for Mach numbers of 0.80 to 1.00 was associated with the formation of completely separated flow on the upper surface of the wing. Computations of the interference effects of the wing-body combination on the tail for Mach numbers of 0.80 and 0.94 and high angles of attack confirmed this conclusion. For a Mach number of 1.40, and high angles of attack, computations disclosed that the destabilizing effect primarily resulted from the trailing vortices of the wing. Two modifications to the basic wing plan form, which consisted of chord extensions, were generally unsuccessful in reducing the destabilizing contributions of the horizontal tail at high angles of attack.

Description: An investigation has been made in the Langley 20-foot free-spinning tunnel on a 1/25-scale dynamic model to determine the spin and recovery characteristics of the Chance Vought F8U-1P airplane. Results indicated that the F8U-IP airplane would have spin-recovery characteristics similar to the XF8U-1 design, a model of which was tested and the results of the tests reported in NACA Research Memorandum SL56L31b. The results indicate that some modification in the design, or some special technique for recovery, is required in order to insure satisfactory recovery from fully developed erect spins. The recommended recovery technique for the F8U-lP will be full rudder reversal and movement of ailerons full with the spin (stick right in a right spin) with full deflection of the wing leading- edge flap. Inverted spins will be difficult to obtain and any inverted spin obtained should be readily terminated by full rudder reversal to oppose the yawing rotation and neutralization of the longitudinal and lateral controls. In an emergency, the same size parachute recommended for the XFBU-1 airplane will be adequate for termination of the spin: a stable parachute 17.7 feet in diameter (projected) with a drag coefficient of 1.14 (based on projected diameter) and a towline length of 36.5 feet.

Description: Pressure distributions obtained in the Langley 8-foot transonic pressure tunnel on a thin highly tapered twisted 45 deg sweptback wing-body combination are presented. The wing has a quadratic spanwise twist variation from 0 deg at 10 percent of the semispan to 6 deg at the tip. The tip is at a lower angle of attack than the root. Tests were made at stagnation pressures of both 0.5 and 1.0 atmosphere at Mach numbers from 0.800 to 1.200 through an angle-of-attack range from -4 deg to 20 deg.

Description: A series of flight tests were conducted to determine the lift and drag characteristics of an F4D-1 airplane over a Mach number range of 0.80 to 1.10 at an altitude of 40,000 feet. Apparently satisfactory agreement was obtained between the flight data and results from wind-tunnel tests of an 0.055-scale model of the airplane. Further tests show the apparent agreement was a consequence of the altitude at which the first tests were made.

Description: Surface pressure measurements were obtained at three chordwise stations on the wings of the X-3 and X-lE airplanes at Mach numbers from 0.73 to 1.13 for the X-3, and from 0.82 to 1.90 for the X-IE. Leading-edge separation is present on the X-3 wing at a Mach number of about 0.73 and an angle of attack of about 6 deg. However., when the Mach number is increased to 0.88, the trailing-edge separation dominates the pressure distribution and no leading-edge separation is visible although it is anticipated at the higher angles of attack shown. Conversely, the X-lE wing shows no indication of leading-edge separation within the scope of this investigation, but an overexpansion immediately behind the leading edge is present at a Mach number of approximately 0.82. Two separate normal shocks are present on the X-3 wing at a Mach number of about 0.88 and at a low angle of attack as an effect of wing geometry. These shocks merge to form a single shock when the angle of attack is increased to about 6 deg. At supersonic speeds the upper-surface expansion on the X-lE wing is limited by the approach of the pressure coefficients to the pressure coefficient for a vacuum.

Description: A turbojet-engine-exhaust simulator which utilizes a hydrogen peroxide gas generator has been developed for powered-model testing in wind tunnels with air exchange. Catalytic decomposition of concentrated hydrogen peroxide provides a convenient and easily controlled method of providing a hot jet with characteristics that correspond closely to the jet of a gas turbine engine. The problems associated with simulation of jet exhausts in a transonic wind tunnel which led to the selection of a liquid monopropellant are discussed. The operation of the jet simulator consisting of a thrust balance, gas generator, exit nozzle, and auxiliary control system is described. Static-test data obtained with convergent nozzles are presented and shown to be in good agreement with ideal calculated values.

Description: Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle-of-attack range of this test (0 deg to 8 deg ). The aerodynamic-center location for angles of attack near 5 deg remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near O deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of O deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle-of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Description: Resilts have been obtained from an investigation in the Langley Unitary Plan wind tunnel at Mach numbers from 2.5 to 3.5 of a canard-type configuration designed for supersonic cruise flight. Tests extended over an angle-of-attack range from about -4 deg to 11 deg and an angle-of-sideslip range from -4 deg to 6 deg. For the present tests, the results indicate that forebody deflection was an efficient means of providing a sizable positive pitching-moment shift with little or no increase in drag. The test configuration had a trimmed lift-drag ratio of approximately 6.0 at Mach numbers near 3.0 and at a Reynolds number of 2.52 X 10(exp 6). The configuration was both longitudinally and directionally stable. The lift-drag ratios are believed to be somewhat low in as much as the models used for the present tests had large-grain size transition strips fixed to the various surfaces and these strips added wave drag. Also, the model boundary-layer diverter is oversized with respect to a full-scale configuration and therefore contributes additional drag.

Description: Tests were performed in the high. Mach number test section of the Langley Unitary Plan wind tunnel to determine the static lateral stability. and aileron characteristics of a 0.067-scale model of the Bell X-2 airplane at Mach numbers of 2.29, 2. 78, 3.22, and. 3.71. The results of this investigation indicated that the directional stability of the model was low with directional instability occurring at Mach numbers higher than 3.1 and. angles of attack higher than about 5.0 deg (equivalent lift coefficient of about 0.18). The yaw due to aileron deflection was adverse and, with 10 deg of differential aileron deflection, large enough to overbalance the available directional restoring moment at all angles of attack higher than about 5.0 deg (equivalent lift coefficient of about 0.21) and Mach numbers higher than 2. 5. The model also had positive effective dihedral for all test attitudes and. Mach numbers. A combination of the lateral-stability parameters with the aileron characteristics to form a lateral-stability criterion for a maneuver using ailerons alone indicated that the model has characteristics which would. give unstable aperiodic behavior (divergence) over a large part of the test Mach number and angle-of-attack range.

Description: An experimental investigation was conducted to determine the effect of moment-of-area-rule modifications on the drag, lift, and pitching-moment characteristics of a wing-body combination with a relatively high aspect-ratio unswept wing. The basic configuration consisted of an aspect-ratio-6 wing with a sharp leading edge and a thickness ratio of 0.06 mounted on a cut-off Sears-Haack body. The model with full moment-of-area-rule modifications had four contoured pods mounted on the wing and indentations in the body to improve the longitudinal distributions of area and moments of area. Also investigated were modifications employing pods and indentations that were only half the size of the full modifications and modifications with partial body indentations. The models were tested at angles of attack from -2 deg to +12 deg at Mach numbers from 0.6 to 1.4. In general, the moment-of-area-rule modifications had a large effect on the drag characteristics of the models but only a small effect on their lift and pitching-moment characteristics. The modifications provided substantial reductions in the zero-lift drag at transonic and low supersonic speeds, but at subsonic speeds the drag was increased. Near Mach number 1.0, the model with full modification provided the greatest reduction in drag, but at the highest test Mach numbers the half modification gave the largest drag reduction. In general, the percent reductions of zero- lift drag obtained with the aspect-ratio-6 wing were as great or greater than those previously obtained with aspect-ratio-3 wings. The effect of the modifications on the drag due to lift was small except at Mach num- bers below 0.9 where the modified models had higher drag-rise factors. Above Mach number 0.9, the modified models had higher lift-drag ratios than the basic model. The modified models also had higher lift curve slopes and generally were slightly more stable than the basic configuration.

Description: Blowing boundary-layer control was applied to the leading- and trailing-edge flaps of a 45 deg sweptback-wing complete model in a full-scale low-speed wind-tunnel study. The principal purpose of the study was to determine the effects of leading-edge flap deflection and boundary-layer control on maximum lift and longitudinal stability. Leading-edge flap deflection alone was sufficient to maintain static longitudinal stability without trailing-edge flaps. However, leading-edge flap blowing was required to maintain longitudinal stability by delaying leading-edge flow separation when trailing-edge flaps were deflected either with or without blowing. Partial-span leading-edge flaps deflected 60 deg with moderate blowing gave the major increase in maximum lift, although higher deflection and additional blowing gave some further increase. Inboard of 0.4 semispan leading-edge flap deflection could be reduced to 40 deg and/or blowing could be omitted with only small loss in maximum lift. Trailing-edge flap lift increments were increased by boundary-layer control for deflections greater than 45 deg. Maximum lift was not increased with deflected trailing-edge flaps with blowing.

Description: An investigation has been conducted on the Langley helicopter test tower to determine experimentally the maximum mean lift-coefficient characteristics at low tip Mach number and a limited amount of drag- divergence data at high tip Mach number of a helicopter rotor having an NACA 64(1)AO12 airfoil section and 8 deg of linear washout. Data are presented for blade tip Mach numbers M(t) of 0.29 to 0.74 with corresponding values 6 6 of tip Reynolds number of 2.59 x 10(exp 6) and 6.58 x 10(exp 6). Comparisons are made between the data from the present rotor with results previously obtained from two other rotors: one having NACA 0012 airfoil sections and the other having an NACA 0009 airfoil tip section. At low tip Mach numbers, the maximum mean lift coefficient for the blade having the NACA 64(1)AO12 section was about 0.08 less than that obtained with the blade having the NACA 0009 tip section and 0.21 less than the value obtained with the blade having the NACA 0012 tip section. Blade maximum mean lift coefficient values were not obtained for Mach number values greater than 0.47 because of a blade failure encountered during the tests. The effective mean lift-curve slope required for predicting rotor thrust varied from 5.8 for the tip Mach nuniber range of 0.29 to 0.55 to a value of 6.65 for a tip Mach number of 0.71. The blade pitching-moment coefficients were small and relatively unaffected by changes in thrust coefficient and Mach number. In the instances in which stall was reached, the break in the blade pitching-moment curve was in a stable direction. The efficiency of the rotor decreased with an increase in tip speed. Expressed as figure of merit, at a tip Mach number of 0.29 the maximum value was about 0.74. Similar measurements made on another rotor having an NACA 0012 airfoil and with a rotor having an NACA 0009 tip section, showed a value of 0.75. Synthesized section lift and profile-drag characteristics for the rotor-blade airfoil section are presented as an aid in predicting the high-tip-speed performance of rotors having similar airfoils.

Description: A two-dimensional wind-tunnel investigation has been conducted on a 20-percent-thick single-wedge airfoil section. Steady-state forces and moments were determined from pressure measurements at Mach numbers from 0.70 to about 1.25. Additional information on the flows about the single wedge is provided by means of instantaneous pressure measurements at Mach numbers up to unity. Pressure distributions were also obtained on a symmetrical double-wedge or diamond-shaped profile which had the same leading-edge included angle as the single-wedge airfoil. A comparison of the data on the two profiles to provide information on the effects of the afterbody showed that with the exception of drag, the single-wedge profile proved to be aerodynamically superior to the diamond profile in all respects. The lift effectiveness of the single-wedge airfoil section far exceeded that of conventional thin airfoil sections over the speed range of the investigation. Pitching-moment irregularities, caused by negative loadings near the trailing edge, generally associated with conventional airfoils of equivalent thicknesses were not exhibited by the single-wedge profile. Moderately high pulsating pressures existing over the base of the single-wedge airfoil section were significantly reduced as the Mach number was increased beyond 0.92 and the boundaries of the dead airspace at the base of the model converged to eliminate the vortex street in the wake. Increasing the leading-edge radius from 0 to 1 percent of the chord had a minor effect on the steady-state forces and generally raised the level of pressure pulsations over the forward part of the single-wedge profile.

Description: Ted Bailey, a highly-ranked international boomerang designer and thrower, used information from a variety of NASA technical reports on aerodynamics and low-speed airfoils to design more competitive boomerangs. Because the boomerang is essentially an airfoil like an airplane wing, the technology transferred effectively and even contributed to the 1981 American victory over Australian throwers. In 1985, using four NASA reports, Bailey designed a new MTA (maximum time aloft) boomerang that broke the one-minute barrier, enabled throwers to throw and catch in less than three minutes and allowed competitors to complete the difficult "Super Catch" - five throw/catch sequences after launching the original boom while it is still aloft. Bailey is now considering other boomerang applications.

Description: An investigation has been made in the Langley high-speed 7- by 10-foot tunnel of some effects of horizontal-tail position on the vertical-tail pressure distributions of a complete model in sideslip at high subsonic speeds. The wing of the model was swept back 28.82 deg at the quarter-chord line and had an aspect ratio of 3.50, a taper ratio of 0.067, and NACA 65A004 airfoil sections parallel to the model plane of symmetry. Tests were made with the horizontal tail off, on the wing-chord plane extended, and in T-tail arrangements in forward and rearward locations. The test Mach numbers ranged from 0.60 to 0.92, which corresponds to a Reynolds number range from approximately 2.93 x 10(exp 6) to 3.69 x 10(exp 6), based on the wing mean aerodynamic chord. The sideslip angles varied from -3.9 deg to 12.7 deg at several selected angles of attack. The results indicated that, for a given angle of sideslip, increases in angle of attack caused reductions in the vertical-tail loads in the vicinity of the root chord and increases at the midspan and tip locations, with rearward movements in the local chordwise centers of pressure for the midspan locations and forward movements near the tip of the vertical tail. At the higher angles of attack all configurations investigated experienced outboard and rearward shifts in the center of pressure of the total vertical-tail load. Location of the horizontal tail on the wing- chord plane extended produced only small effects on the vertical-tail loads and centers of pressure. Locating the horizontal tail at the tip of the vertical tail in the forward position caused increases in the vertical-tail loads; this configuration, however, experienced considerable reduction in loads with increasing Mach number. Location of the horizontal tail at the tip of the vertical tail in the rearward position produced the largest increases in vertical-tail loads per degree sideslip angle; this configuration experienced the smallest variations of loads with Mach number of any of the configurations investigated.

Description: A free-flight investigation has been made to determine some effects of aerodynamic heating on the structural behavior of a wing at supersonic speeds. The test wing was a thin, unswept, untapered, multispar, aluminum-alloy wing having a 20-inch chord, a 20-inch exposed semispan, and a circular-arc airfoil section with a thickness ratio of 5 percent. The wing was tested on a model propelled by a two-stage rocket-propulsion system to a Mach number of 2.22 and a corresponding Reynolds number per foot of 13.2 x 10(6) Reasonably good agreement was obtained between Stanton numbers obtained from measured temperature-time data and values obtained by the theory of Van Driest for flat plates having turbulent boundary layers. Temperature measurements made in the skin of the wing and in the internal structures agreed well with calculated values. The wing was instrumented to detect any apparent fluttering motion in the wing, but no evidence of flutter was observed throughout the flight.