Final design and fabrication of an active control system for flutter suppression on a supercritical aeroelastic research wing

The final design and hardware fabrication was completed for an active control system capable of the required flutter suppression, compatible with and ready for installation in the NASA aeroelastic research wing number 1 (ARW-1) on Firebee II drone flight test vehicle. The flutter suppression system uses vertical acceleration at win buttock line 1.930 (76), with fuselage vertical and roll accelerations subtracted out, to drive wing outboard aileron control surfaces through appropriate symmetric and antisymmetric shaping filters. The goal of providing an increase of 20 percent above the unaugmented vehicle flutter velocity but below the maximum operating condition at Mach 0.98 is exceeded by the final flutter suppression system. Results indicate that the flutter suppression system mechanical and electronic components are ready for installation on the DAST ARW-1 wing and BQM-34E/F drone fuselage

Frangible tube energy dissipation Patent

Energy dissipating shock absorbing system for land payload recovery or vehicle brakin

Experimental and analytical determination of characteristics affecting light aircraft landing-gear dynamics

An experimental and analytical investigation was conducted to determine which characteristics of a light aircraft landing gear influence gear dynamic behavior significantly. The investigation focused particularly on possible modification for load control. Pseudostatic tests were conducted to determine the gear fore-and-aft spring constant, axial friction as a function of drag load, brake pressure-torque characteristics, and tire force-deflection characteristics. To study dynamic tire response, vertical drops were conducted at impact velocities of 1.2, 1.5, and 1.8 m/s onto a level surface; to determine axial-friction effects, a second series of vertical drops were made at 1.5 m/s onto surfaces inclined 5 deg and 10 deg to the horizontal. An average dynamic axial-friction coefficient of 0.15 was obtained by comparing analytical data with inclined surface drop test data. Dynamic strut bending and associated axial friction were found to be severe for the drop tests on the 10 deg surface

F-106B airplane active control landing gear drop test performance

Aircraft dynamic loads and vibrations resulting from landing impact and from runway and taxiway unevenness are recognized as significant factors in causing fatigue damage, dynamic stress on the airframe, crew and passenger discomfort, and reduction of the pilot's ability to control the aircraft during ground operations. One potential method for improving operational characteristics of aircraft on the ground is the application of active control technology to the landing gears to reduce ground loads applied to the airframe. An experimental investigation was conducted on series-hydraulic active control nose gear. The experiments involved testing the gear in both passive and active control modes. Results of this investigation show that a series-hydraulic active control gear is feasible and that such a gear is effective in reducing the loads transmitted by the gear to the airframe during ground operations

Hydrodynamic Characteristics of Two Low-Drag Supercavitating Hydrofoils

An experimental investigation has been conducted in Langley tank no. 2 to determine the hydrodynamic characteristics of two low-drag supercavitating hydrofoils operating in a range of cavitation numbers from 0 to approximately 6. The hydrofoils had aspect ratios of 1 and 3, and the sections were derived by assuming five terms in the vorticity-distribution expansion of the equivalent airfoil. The aspect-ratio-1 hydrofoil was also tested at zero cavitation number with two sets of end plates having depths of 3/8 and 1/4 chords. Zero cavitation number was established by operating the hydrofoils near the water surface so that complete ventilation of the upper surfaces could be obtained. For those depths of submersion where complete ventilation was not obtained through vortex ventilation, two probes were used to introduce air to the upper surfaces of the hydrofoils and to induce complete ventilation. Data were obtained for a range of speeds from 20 to 80 fps, angles of attack from 2 to 20 deg, and ratios of depth of submersion to chord from 0 to 0.85. The experimental results obtained from the aspect-ratio-1 and aspect-ratio-3, five-term hydrofoils were compared with a three-dimensional zero-cavitation-number theory. The theoretical and experimental values of lift and center of pressure for the aspect-ratio-1 hydrofoil were in agreement, within engineering accuracy, for the range of lift coefficients investigated. The theoretical drag coefficients were lower, by a constant amount, than the experimental drag coefficients. The theoretical expressions derived for the lift, drag, and center of pressure of the aspect-ratio-3 hydrofoil were in agreement, within engineering accuracy, with the experimental values. The theoretical and experimental drag coefficients of the aspect-ratio-3 five-term hydrofoil were lower than the theoretical drag coefficients computed for a comparable Tulin-Burkart hydrofoil

Water-Landing Characteristics of a Reentry Capsule

Experimental and theoretical investigations have been made to determine the water-landing characteristics of a conical-shaped reentry capsule having a segment of a sphere as the bottom. For the experimental portion of the investigation, a 1/12-scale model capsule and a full-scale capsule were tested for nominal flight paths of 65 deg and 90 deg (vertical), a range of contact attitudes from -30 deg to 30 deg, and a full-scale vertical velocity of 30 feet per second at contact. Accelerations were measured by accelerometers installed at the centers of gravity of the model and full-scale capsules. For the model test the accelerations were measured along the X-axis (roll) and Z-axis (yaw) and for the full-scale test they were measured along the X-axis (roll), Y-axis (pitch), and Z-axis (yaw). Motions and displacements of the capsules that occurred after contact were determined from high-speed motion pictures. The theoretical investigation was conducted to determine the accelerations that might occur along the X-axis when the capsule contacted the water from a 90 deg flight path at a 0 deg attitude. Assuming a rigid body, computations were made from equations obtained by utilizing the principle of the conservation of momentum. The agreement among data obtained from the model test, the full-scale test, and the theory was very good. The accelerations along the X-axis, for a vertical flight path and 0 deg attitude, were in the order of 40g. For a 65 deg flight path and 0 deg attitude, the accelerations along the X-axis were in the order of 50g. Changes in contact attitude, in either the positive or negative direction from 0 deg attitude, considerably reduced the magnitude of the accelerations measured along the X-axis. Accelerations measured along the Y- and Z-axes were relatively small at all test conditions

Photometric Accretion Signatures Near the Substellar Boundary

Multi-epoch imaging of the Orion equatorial region by the Sloan Digital Sky Survey has revealed that significant variability in the blue continuum persists into the late-M spectral types, indicating that magnetospheric accretion processes occur below the substellar boundary in the Orion OB1 association. We investigate the strength of the accretion-related continuum veiling by comparing the reddening-invariant colors of the most highly variable stars against those of main sequence M dwarfs and evolutionary models. A gradual decrease in the g band veiling is seen for the cooler and less massive members, as expected for a declining accretion rate with decreasing mass. We also see evidence that the temperature of the accretion shock decreases in the very low mass regime, reflecting a reduction in the energy flux carried by the accretion columns. We find that the near-IR excess attributed to circumstellar disk thermal emission drops rapidly for spectral types later than M4. This is likely due to the decrease in color contrast between the disk and the cooler stellar photosphere. Since accretion, which requires a substantial stellar magnetic field and the presence of a circumstellar disk, is inferred for masses down to 0.05 Msol we surmise that brown dwarfs and low mass stars share a common mode of formation.Comment: 37 pages, 14 figures, accepted by A

Chaos in the one-dimensional gravitational three-body problem

We have investigated the appearance of chaos in the 1-dimensional Newtonian gravitational three-body system (three masses on a line with $-1/r$ pairwise potential). We have concentrated in particular on how the behavior changes when the relative masses of the three bodies change (with negative total energy). For two mass choices we have calculated 18000 full orbits (with initial states on a $100\times 180$ lattice on the Poincar\'e section) and obtained dwell time distributions. For 105 mass choices we have calculated Poincar\'e maps for $10\times 18$ starting points. Our results show that the Poincar\'e section (and hence the phase space) divides into three well defined regions with orbits of different characteristics: 1) There is a region of fast scattering, with a minimum of pairwise collisions and smooth dependence on initial values. 2) In the chaotic scattering region the interaction times are longer, and both the interaction time and the final state depend sensitively on the starting point on the Poincar\'e section. For both 1) and 2) the initial and final states consists of a binary + single particle. 3) The third region consists of quasiperiodic orbits where the three masses are bound together forever. At the center of the quasiperiodic region there is the periodic Schubart orbit, whose stability turns out to correlate strongly with the global behavior.Comment: 24 pages of text (REVTEX 3.0) + 21 pages of figures. Figures are only available in paper form, ask for a preprint from the author