Flight test techniques for wake-vortex minimization studies

Flight test techniques developed for use in a study of wake turbulence and used recently in flight studies of wake minimization methods are discussed. Flow visualization was developed as a technique for qualitatively assessing minimization methods and is required in flight test procedures for making quantitative measurements. The quantitative techniques are the measurement of the upset dynamics of an aircraft encountering the wake and the measurement of the wake velocity profiles. Descriptions of the instrumentation and the data reduction and correlation methods are given

An equation of state for oxygen and nitrogen

Recent measurements of thermodynamic properties of oxygen and nitrogen have provided data necessary for development of a single equation of state for both fluids. Data are available in summary report and two-part detailed study on thermodynamic properties of oxygen and nitrogen. Same data are used to develop vapor-pressure equation and heat-capacity equation

Evaluation of a Wake Vortex Upset Model Based on Simultaneous Measurements of Wake Velocities and Probe-Aircraft Accelerations

Simultaneous measurements were made of the upset responses experienced and the wake velocities encountered by an instrumented Learjet probe aircraft behind a Boeing 747 vortex-generating aircraft. The vortex-induced angular accelerations experienced could be predicted within 30% by a mathematical upset response model when the characteristics of the wake were well represented by the vortex model. The vortex model used in the present study adequately represented the wake flow field when the vortices dissipated symmetrically and only one vortex pair existed in the wake

Analysis of wake vortex flight test data behind a T-33 aircraft

Measurements of the vortex system behind a T-33 aircraft were obtained by a Learjet equipped with a boom carrying a three-wire, hot-wire anemometry probe and other instrumentation. Analysis of the measurements using a computerized geometric method indicated the vortices had a core radius of approximately 0.11 meter with a maximum velocity of 25 meters per second. The hot-wire anemometer was found to be a practical and sensitive instrument for determining in-flight vortex velocities. No longitudinal instabilities, buoyant effects or vortex breakdowns were evident in the data which included vortex wake cross sections from 0.24 to 5.22 kilometers behind the T-33

A flight investigation of the wake turbulence alleviation resulting from a flap configuration change on a B-747 aircraft

A flight test investigation was conducted to evaluate the effects of a flap configuration change on the vortex wake characteristics of a Boeing 747 (B-747) aircraft as measured by differences in upset response resulting from deliberate vortex encounters by a following Learjet aircraft and by direct measurement of the velocities in the wake. The flaps of the B-747 have a predominant effect on the wake. The normal landing flap configuration produces a strong vortex that is attenuated when the outboard flap segments are raised; however, extension of the landing gear at that point increases the vortex induced upsets. These effects are in general agreement with existing wind tunnel and flight data for the modified flap configuration

Exploratory flight investigation of aircraft response to the wing vortex wake generated by the augmentor wing jet STOL research aircraft

A brief exploratory flight program was conducted at Ames Research Center to investigate the vortex wake hazard of a powered-lift STOL aircraft. The study was made by flying an instrumented Cessna 210 aircraft into the wake of the augmentor wing jet STOL research aircraft at separation distances from 1 to 4 n.mi. Characteristics of the wake were evaluated in terms of the magnitude of the upset of the probing aircraft. Results indicated that within 1 n.mi. separation the wake could cause rolling moments in excess of roll control power and yawing moments equivalent to rudder control power of the probe aircraft. Subjective evaluations by the pilots of the Cessna 210 aircraft, supported by response measurements, indicated that the upset caused by the wake of the STOL aircraft was comparable to that of a DC-9 in the landing configuration

The thermodynamic properties of oxygen and nitrogen. Part 2: Thermodynamic properties of oxygen from 100 R to 600 R with pressure to 5000 psia

An equation of state is presented for liquid and gaseous oxygen for temperatures from 100 R to 600 R and pressures to 5000 psia. The pressure-density-temperature data available from the published literature have been reviewed, and appropriate corrections have been applied to bring experimental temperatures into accord with the International Practical Temperature Scale of 1968. Representative comparisons of property values calculated from the equation of state to measured values are included to illustrate the accuracy of the equation of state. The coefficients of the equation of state were determined by a weighted least squares fit to selected published data, and simultaneously to isochoric heat capacity data, and to data which define the phase equilibrium for the saturated liquid and saturated vapor. The equation of state is estimated to be accurate for the liquid to within 0.1 percent in density, to within 0.2 percent for the vapor below the critical temperature and for states above the critical temperatures to 250 K, and within 0.1 percent for supercritical states at temperatures from 250 K to 300 K. The vapor pressure equation is accurate to within + or - 0.01 K between the triple point and the critical point

An equation of state for oxygen and nitrogen

Preliminary equations of state are presented for oxygen and nitrogen which provide accurate representations of the available P-density-T data for both fluids. The equation for nitrogen is applicable for temperatures from 70 K to 1300 K at pressures to 10,000 atmospheres, and the equation for oxygen for temperatures from 70 K to 323 K at pressures to 350 atmospheres. Deviations of calculated densities from representative experimental data are included. A volume-explicit equation of state for oxygen to be used in estimating density values in the range of applicability of the equation of state is also presented

The thermodynamic properties of oxygen and nitrogen. Part 1: Thermodynamic properties of nitrogen from 115 R to 3500 R with pressures to 150000 psia

An equation of state is presented for liquid and gaseous nitrogen for temperatures from 115 R to 3500 R and pressures to 150,000 psia. All of the pressure-density-temperature data available from the published literature have been reviewed, and appropriate corrections have been identified and applied to bring experimental temperatures into accord with the International Practical Temperature Scale of 1968. Comparisons of property values calculated from the equation of state to measured values are included to illustrate the accuracy of the equation in representing the data. The coefficients of the equation of state were determined by a weighted least squares fit to selected published data and, simultaneously, to constant volume data determined by corresponding states analysis from oxygen data, and to data which define the phase equilibrium criteria for the saturated liquid and saturated vapor. The methods of weighting the various data for simultaneous fitting are presented and discussed. The equation of state is estimated to be accurate to within 0.5 percent in the liquid region, to within 0.1 percent for supercritical isotherms up to 15,000 psia, and to within 0.3 percent from 15,000 to 150,000 psia

Tracking Data Acquisition System (TDAS) for the 1990's. Volume 6: TDAS navigation system architecture

One-way range and Doppler methods for providing user orbit and time determination are examined. Forward link beacon tracking, with on-board processing of independent navigation signals broadcast continuously by TDAS spacecraft; forward link scheduled tracking; with on-board processing of navigation data received during scheduled TDAS forward link service intervals; and return link scheduled tracking; with ground-based processing of user generated navigation data during scheduled TDAS return link service intervals are discussed. A system level definition and requirements assessment for each alternative, an evaluation of potential navigation performance and comparison with TDAS mission model requirements is included. TDAS satellite tracking is also addressed for two alternatives: BRTS and VLBI tracking