Suchergebnisse

Prepared at Langley Research Center. ; Includes bibliographical references (p. 18-19). ; Mode of access: Internet.

Prepared at Langley Research Center. ; Bibliography: p. 13. ; Mode of access: Internet.

"April 1961." ; Cover title. ; Includes bibliographical references (p. 7). ; Mode of access: Internet.

This study comprises part of a research program to investigate the degree of correlation attainable between flight test measured airplane drag levels and the full scale drag that would be predicted on the basis of wind tunnel data. ; "Issued by originator as Lockheed-Georgia Co. report no. ER-10153." ; "NASA CR-1558." ; "June 1970"--Cover. ; Includes bibliographical references (p. 53-54). ; This study comprises part of a research program to investigate the degree of correlation attainable between flight test measured airplane drag levels and the full scale drag that would be predicted on the basis of wind tunnel data. ; Prepared by Lockheed-Georgia Company, Marietta, Ga., under Contract no. ; Mode of access: Internet.

"April 1961." ; Cover title. ; Includes bibliographical references (p. 6). ; Mode of access: Internet.

"An investigation with a variable-stability helicopter was undertaken to ascertain the steadiness and ability to "hold on" to the target of a helicopter employed as a gun platform. Simulated tasks were per formed under differing flight conditions with the control-response characteristics of the helicopter varied for each task. The simulated gun-platform mission included: Variations of headings with respect to wind, constant altitude and "swing around" to a wind he ading of 0 deg, and increases in altitude while performing a swing around to a wind heading of 0 deg. The results showed that increases in control power and damping increased pilot ability to hold on to the target with fewer ya wing oscillations and in a shorter time. The results also indicated that wind direction must be considered in accuracy as sessment. Greatest accuracy throughout these tests was achieved by aiming upwind." ; Prepared at the Langley Research Center, Langley Field, VA. ; Cover title. ; "September 1960"--Cover. ; Includes bibliographical references. ; "An investigation with a variable-stability helicopter was undertaken to ascertain the steadiness and ability to "hold on" to the target of a helicopter employed as a gun platform. Simulated tasks were per formed under differing flight conditions with the control-response characteristics of the helicopter varied for each task. The simulated gun-platform mission included: Variations of headings with respect to wind, constant altitude and "swing around" to a wind he ading of 0 deg, and increases in altitude while performing a swing around to a wind heading of 0 deg. The results showed that increases in control power and damping increased pilot ability to hold on to the target with fewer ya wing oscillations and in a shorter time. The results also indicated that wind direction must be considered in accuracy as sessment. Greatest accuracy throughout these tests was achieved by aiming upwind." ; Mode of access: Internet.

The uncertainties concerning the physical capabilities and limitations of an explorer in performing locomotive and other working tasks in the lunar environment have led both industrial and governmental organizations to develop a variety of reduced-gravity simulators. This report presents a subjective review of the "feel" and operating characteristics of some of the simulators which are currently being used. The observations are those of an engineer who has acted as a test subject in a number of the currently developed simulators.--P. [i]. ; "L-6384." ; "NASA TN D-5802." ; "May 1970." ; Includes bibliographical references (p. 12). ; The uncertainties concerning the physical capabilities and limitations of an explorer in performing locomotive and other working tasks in the lunar environment have led both industrial and governmental organizations to develop a variety of reduced-gravity simulators. This report presents a subjective review of the "feel" and operating characteristics of some of the simulators which are currently being used. The observations are those of an engineer who has acted as a test subject in a number of the currently developed simulators.--P. [i]. ; Sponsored by the National Aeronautics and Space Administration (NASA); performed by NASA Langley Research Center under ; Mode of access: Internet.

Prepared at Langley Research Center. ; "May 1961." ; Cover title. ; Includes bibliographical references (p. 18). ; Mode of access: Internet.

"The overall errors of the service altimeter installations of a variety of civil transport, military, and general-aviation airplanes have been experimentally determined during normal landing-approach and take-off operations. The average height above the runway at which the data were obtained was about 280 feet for the landings and about 440 feet for the take-offs. An analysis of the data obtained from 196 airplanes during 415 landing approaches and from 70 airplanes during 152 take-offs showed that: 1. The overall error of the altimeter installations in the landing- approach condition had a probable value (50 percent probability) of +/- 36 feet and a maximum probable value (99.7 percent probability) of +/- 159 feet with a bias of +10 feet. 2. The overall error in the take-off condition had a probable value of +/- 47 feet and a maximum probable value of +/- 207 feet with a bias of -33 feet. 3. The overall errors of the military airplanes were generally larger than those of the civil transports in both the landing-approach and take-off conditions. In the landing-approach condition the probable error and the maximum probable error of the military airplanes were +/- 43 and +/- 189 feet, respectively, with a bias of +15 feet, whereas those for the civil transports were +/- 22 and +/- 96 feet, respectively, with a bias of +1 foot. 4. The bias values of the error distributions (+10 feet for the landings and -33 feet for the take-offs) appear to represent a measure of the hysteresis characteristics (after effect and recovery) and friction of the instrument and the pressure lag of the tubing-instrument system." ; Prepared at the Langley Research Center, Langley Field, VA. ; Cover title. ; "November 1960."--Cover. ; Includes bibliographical references. ; "The overall errors of the service altimeter installations of a variety of civil transport, military, and general-aviation airplanes have been experimentally determined during normal landing-approach and take-off operations. The average height above the runway at which the data were obtained was about 280 feet for the landings and about 440 feet for the take-offs. An analysis of the data obtained from 196 airplanes during 415 landing approaches and from 70 airplanes during 152 take-offs showed that: 1. The overall error of the altimeter installations in the landing- approach condition had a probable value (50 percent probability) of +/- 36 feet and a maximum probable value (99.7 percent probability) of +/- 159 feet with a bias of +10 feet. 2. The overall error in the take-off condition had a probable value of +/- 47 feet and a maximum probable value of +/- 207 feet with a bias of -33 feet. 3. The overall errors of the military airplanes were generally larger than those of the civil transports in both the landing-approach and take-off conditions. In the landing-approach condition the probable error and the maximum probable error of the military airplanes were +/- 43 and +/- 189 feet, respectively, with a bias of +15 feet, whereas those for the civil transports were +/- 22 and +/- 96 feet, respectively, with a bias of +1 foot. 4. The bias values of the error distributions (+10 feet for the landings and -33 feet for the take-offs) appear to represent a measure of the hysteresis characteristics (after effect and recovery) and friction of the instrument and the pressure lag of the tubing-instrument system." ; Mode of access: Internet.

Prepared at the Government Aerospace Systems Division, Harris Corporation, for Langley Research Center under Contract NAS1-18872. ; Bibliography: p. 10-1--10-2. ; Mode of access: Internet.

Static force tests of model of twin jet fighter aircraft at various angles of attack and sideslip angles to obtain data for theoretical spin studies. ; Prepared at Langley Research Center. ; Cover title. ; "N71-31330." ; Includes bibliographical references (p. 13). ; Static force tests of model of twin jet fighter aircraft at various angles of attack and sideslip angles to obtain data for theoretical spin studies. ; Mode of access: Internet.

An experimental investigation was made in the Mach number range from 1.60 to 2.86 to determine the static longitudinal aerodynamic characteristics of close-coupled wing-canard configurations. Three canards, ranging in exposed planform area from 17.5 to 30.0 percent of the wing reference area, were employed in this investigation. The canards were either located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. Most data obtained were for a model with a 60 deg leading-edge-sweep wing; however, a small amount of data were obtained for a 44 deg leading-edge-sweep wing. The model utilized two balances to isolate interference effects between wing and canard. In general, it was determined that at angle of attack for all configurations investigated with the canard in the plane of the wing an unfavorable interference exists which causes the additional lift on the canard generated by a canard deflection to be lost on the wing due to an increased downwash at the wing from the canard. Further, this interference decreased somewhat with increasing Mach number. Raising the canard above the plane of the wing also greatly decreased the interference of the canard deflection on the wing lift. However, at Mach 2.86 the presence of the canard in the high position had a greater unfavorable interference effect at high angles of attack than the canard in the wing plane. This interference resulted in the in-plane canard having better trimmed performance at Mach 2.86 for the same center-of-gravity location. ; Prepared at Langley Research Center. ; "December 1971."--Cover. ; Major NASA subject terms: aerodynamic characteristics, canard configurations, longitudinal stability, variable sweep wings, angle of attack, fighter aircraft, mach number, supersonic speed, wind tunnel stability tests. ; Includes bibliographical references (p. 8). ; An experimental investigation was made in the Mach number range from 1.60 to 2.86 to determine the static longitudinal aerodynamic characteristics of close-coupled wing-canard configurations. Three canards, ranging in exposed planform area from 17.5 to 30.0 percent of the wing reference area, were employed in this investigation. The canards were either located in the plane of the wing or in a position 18.5 percent of the wing mean geometric chord above the wing plane. Most data obtained were for a model with a 60 deg leading-edge-sweep wing; however, a small amount of data were obtained for a 44 deg leading-edge-sweep wing. The model utilized two balances to isolate interference effects between wing and canard. In general, it was determined that at angle of attack for all configurations investigated with the canard in the plane of the wing an unfavorable interference exists which causes the additional lift on the canard generated by a canard deflection to be lost on the wing due to an increased downwash at the wing from the canard. Further, this interference decreased somewhat with increasing Mach number. Raising the canard above the plane of the wing also greatly decreased the interference of the canard deflection on the wing lift. However, at Mach 2.86 the presence of the canard in the high position had a greater unfavorable interference effect at high angles of attack than the canard in the wing plane. This interference resulted in the in-plane canard having better trimmed performance at Mach 2.86 for the same center-of-gravity location. ; Mode of access: Internet.

Three-track airport runway elevation profiles and airplane response to runway roughness. ; Prepared at Langley Research Center. ; Chiefly statistical tables. ; "November 1969." ; Cover title. ; Includes bibliographical references (p. 3). ; Three-track airport runway elevation profiles and airplane response to runway roughness. ; Mode of access: Internet.

Work performed at Langley Research Center. ; "September 1967." ; Includes bibliographical references (p. 9). ; Mode of access: Internet.