Qualitative comparison of calculated turbulence responses with wind-tunnel measurements for a DC-10 derivative wing with an active control system

Comparisons are presented analytically predicted and experimental turbulence responses of a wind tunnel model of a DC-10 derivative wing equipped with an active control system. The active control system was designed for the purpose of flutter suppression, but it had additional benefit of alleviating gust loads (wing bending moment) by about 25%. Comparisions of various wing responses are presented for variations in active control system parameters and tunnel speed. The analytical turbulence responses were obtained using DYLOFLEX, a computer program for dynamic loads analyses of flexible airplanes with active controls. In general, the analytical predictions agreed reasonably well with the experimental data

Flight test technique for evaluation of gust load alleviation analysis methodology

A technique for gust load alleviation (GLA) flight testing that will approximate a turbulence-like excitation of the wing has been devised. An artificial excitation is produced by randomly deflecting inboard control surfaces on the wing, thereby producing incremental loads on the wing. This presentation covers the background and development of the flight test technique and analyses performed to date

Control-surface hinge-moment calculations for a high-aspect-ratio supercritical wing

The hinge moments, at selected flight conditions, resulting from deflecting two trailing edge control surfaces (one inboard and one midspan) on a high aspect ratio, swept, fuel conservative wing with a supercritical airfoil are estimated. Hinge moment results obtained from procedures which employ a recently developed transonic analysis are given. In this procedure a three dimensional inviscid transonic aerodynamics computer program is combined with a two dimensional turbulent boundary layer program in order to obtain an interacted solution. These results indicate that trends of the estimated hinge moment as a function of deflection angle are similar to those from experimental hinge moment measurements made on wind tunnel models with swept supercritical wings tested at similar values of free stream Mach number and angle of attack

Measured and calculated steady aerodynamic loads on a large-scale upper-surface blown model

Static aerodynamic loads measurements from wind tunnel tests of a full-scale upper surface blown jet flap configuration are presented. The measured loads are compared with calculations using a method for predicting longitudinal aerodynamic characteristics of upper surface blown jet flap configurations

The effects of an autopilot on airplane responses to turbulence with emphasis on tail loads

An analytical study has been made to assess the loads developed on the horizontal tail of an autopilot-controlled rigid airplane flying in one-dimensional atmospheric turbulence. The root-mean-square values of rigid-airframe responses and tail-load responses were calculated at five flight conditions, and the behavior of these responses was observed in two autopilot modes: pitch-attitude-hold mode and altitude-control mode. It was found that pitch attitude and altitude can be controlled by the simple autopilot with acceptable or no increases in tail loads

Methodology for determining elevon deflections to trim and maneuver the DAST vehicle with negative static margin

The relationships between elevon deflection and static margin using elements from static and dynamic stability and control and from classical control theory are emphasized. Expressions are derived and presented for calculating elevon deflections required to trim the vehicle in lg straight-and-level flight and to perform specified longitudinal and lateral maneuvers. Applications of this methodology are made at several flight conditions for the ARW-2 wing. On the basis of these applications, it appears possible to trim and maneuver the vehicle with the existing elevons at -15% static margin

An analytical study of turbulence responses, including horizontal-tail loads, of a control-configured vehicle with relaxed static stability

A static stability augmentation system (SSAS) with angle-of-attack, pitch-rate, and forward-speed feedback is used to stabilize control-configured rigid vehicles with relaxed static stability. Airplane configurations include a baseline configuration and two representative control-configured vehicle configurations. The first statically unstable configuration has baseline geometry and an aft center of gravity; the second statically unstable configuration has reduced tail length and area and a forward neutral point. Stability, flying-qualities, and maneuverability requirements are imposed on the airplane-SSAS systems. Turbulence responses of the rigid airframe and tail loads are examined in terms of configuration changes for a given control law and in terms of control law changes for a given configuration

Comparison of analytical and wind-tunnel results for flutter and gust response of a transport wing with active controls

Two flutter suppression control laws wre designed and tested on a low speed aeroelastic model of a DC-10 derivative wing. Both control laws demontrated increases in flutter speed in excess of 25 percent above the passive wing flutter speed. In addition, one of the control laws was effective in reducing loads due to turbulence generated in the wind tunnel. The effect of variations in gain and phase on the closed-loop performance was measured and is compared with predictions. In general, both flutter and gust response predictions agree reasonably well with experimental data

Companions to peculiar red giants: HR 363 and HR 1105

Recent IUE observations of two Tc-deficient S-type peculiar red giants that are also spectroscopic binaries, HR 363 and HR 1105 are reported. A 675 min SWP exposure of HR 363 shows emission lines of O I 1304 and Si II 1812 and a trace of continuum. Compared to the M giants, the far UV flux may be relatively larger, indicating a possible contribution from a white dwarf companion, but no high temperature emission lines are seen to indicate that this is an interacting system where mass-transfer recently occurred. However, HR 1105 appears to have a highly variable UV companion. In 1982, no UV flux was discerned for this system, but by 1986 C IV was strong, increasing by a factor of 3 in 1987 with prominent lines of Si III, C III, O III, Si IV, and N V. Using orbital parameters, these observations are consistent with high activity occuring when the side of the S-star primary illuminated by the companion faces the Earth, but since the IUE data were taken over 3 orbits, a secular change in the UV component cannot be excluded

Theoretical studies of a hydrogen abstraction tool for nanotechnology

In the design of a nanoscale, site-specific hydrogen abstraction tool, the authors suggest the use of an alkynyl radical tip. Using ab initio quantum-chemistry techniques including electron correlation they model the abstraction of hydrogen from dihydrogen, methane, acetylene, benzene and isobutane by the acetylene radical. By conservative estimates, the abstraction barrier is small (less than 7.7 kcal mol^-1) in all cases except for acetylene and zero in the case of isobutane. Thermal vibrations at room temperature should be sufficient to supply the small activation energy. Several methods of creating the radical in a controlled vacuum setting should be feasible. The authors show how nanofabrication processes can be accurately and inexpensively designed in a computational framework