Flight Measurements of the Flying Qualities of a Lockheed P-80A Airplane (Army No. 44-85099) - Stalling Characteristics

This report contains the flight-test results of the stalling characteristics measured during the flying-qualities investigation of the Lockheed P-8OA airplane (Army No. 44-85099). The tests were conducted in straight and turning flight with and without wing-tip tanks. These tests showed satisfactory stalling characteristics and adequate stall warning for all configurations and conditions tested

B646: Aerial Photographic Methods of Potato Disease Detection

Aerial photography was shown to be a valuable tool for the detection of late blight and other diseases and disorders of potato. Aero infrared and Ektachrome Aero Infrared films were used to demonstrate that potato foliage, normally highly reflective to near-infrared radiation, loses this property when in an unhealthy condition. The 10 in reflectivity seems to vary in proportion to the magnitude of the vine damage. Vine damage resulting from infection by the late blight fungus can be detected on either of the infrared film before visual plant symptoms develop.https://digitalcommons.library.umaine.edu/aes_bulletin/1073/thumbnail.jp

Flight Measurements of the Effect of a Controllable Thrust Reverser on the Flight Characteristics of a Single-Engine Jet Airplane

A flight investigation was undertaken to determine the effect of a fully controllable thrust reverser on the flight characteristics of a single-engine jet airplane. Tests were made using a cylindrical target-type reverser actuated by a hydraulic cylinder through a "beep-type" cockpit control mounted at the base of the throttle. The thrust reverser was evaluated as an in-flight decelerating device, as a flight path control and airspeed control in landing approach, and as a braking device during the ground roll. Full deflection of the reverser for one reverser configuration resulted in a reverse thrust ratio of as much as 85 percent, which at maximum engine power corresponded to a reversed thrust of 5100 pounds. Use of the reverser in landing approach made possible a wide selection of approach angles, a large reduction in approach speed at steep approach angles, improved control of flight path angle, and more accuracy in hitting a given touchdown point. The use of the reverser as a speed brake at lower airspeeds was compromised by a longitudinal trim change. At the lower airspeeds and higher engine powers there was insufficient elevator power to overcome the nose-down trim change at full reverser deflection