Wind-tunnel investigation of the tail-spoiler concept for stall-prevention on general aviation airplanes

The longitudinal aerodynamic characteristics of a full scale, single engine general aviation airplane equipped with an angle of attack limiting concept which used a tail mounted spoiler for stall prevention were investigated. The tail spoiler was deployed as a nonlinear function of changes in angle of attack in a narrow angle of attack range immediately preceding the stall angle. Spoiler deployment produced a nose down moment which limited the nose up trim capability of the elevator to an angle of attack below the stall angle of the airplane. The tail spoiler system produced significant increases in longitudinal stability and elevator hinge moments near the stall. The effects of power, flaps, and center of gravity position are also studied

Seeding techniques used in the Vortex Research Facility

For many years, the Vortex Research Facility used kerosene vapor as seeding particles. The kerosene vapor formed (approx. 1 micron) particles initially. After injection into the test section, the vapor would begin to condense and form larger particles. By switching to solid particles, this has been eliminated. The uniform-sized (approx. 1 micron) solid particle seeding is used both to seed the Laser Velocimeter system and for flow visualization. After injection, the solid particles reach a uniform suspension before the vehicle is launched. It is found that the kerosene vapor poses a problem because it is a heated gas which modified the test section temperature distribution. It also produces high turbulence and secondary air currents because it was continually injected from the time of vehicle launch until model passage. In cases where the effects of either turbulence or the vertical temperature distribution are of interest, this hot gas injection method is unsuitable. Both types of seeding particles provide adequate flow visualization but are sensitive to vertical temperature distributions

Wind-tunnel investigation of the flight characteristics of a canard general-aviation airplane configuration

A 0.36-scale model of a canard general-aviation airplane with a single pusher propeller and winglets was tested in the Langley 30- by 60-Foot Wind Tunnel to determine the static and dynamic stability and control and free-flight behavior of the configuration. Model variables made testing of the model possible with the canard in high and low positions, with increased winglet area, with outboard wing leading-edge droop, with fuselage-mounted vertical fin and rudder, with enlarged rudders, with dual deflecting rudders, and with ailerons mounted closer to the wing tips. The basic model exhibited generally good longitudinal and lateral stability and control characteristics. The removal of an outboard leading-edge droop degraded roll damping and produced lightly damped roll (wing rock) oscillations. In general, the model exhibited very stable dihedral effect but weak directional stability. Rudder and aileron control power were sufficiently adequate for control of most flight conditions, but appeared to be relatively weak for maneuvering compared with those of more conventionally configured models

NASA's CFD Validation Program

With computational fluid dynamics (CFD) becoming a productive research and design tool, the requirement to validate CFD codes has grown significantly. NASA had emphasized CFD validation activities since 1986 when a separate work element was formed to fund experimental activities related to validation. NASA's CFD and CFD validation programs are closely coordinated to ensure that experimental data bases are available as soon as possible for validating codes. In response to industry and academic requirements, four levels of experimental research have been defined as part of CFD validation with NASA's Aeronautics Advisory Committee (AAC) support although only the fourth level actually has the detailed information necessary for validating codes. Critical flow physics especially turbulence modeling are key to improved CFD codes. NASA has focused additional resources on transition and turbulence physics to meet these requirements. With improved turbulence models, CFD codes will be more accurate, robust, and efficient. However, with the level of detailed information available from CFD codes, highly accurate and detailed experiments are required to capture the critical information for validating codes. Advanced instrumentation especially non-intrusive instrumentation is required to acquire this information in validation experiments. The CFD validation program is being coordinated and managed to address these critical activities. A list of experiments which are currently being supported at least partially are included

Low-speed stability and control wind-tunnel investigations of effects of spanwise blowing on fighter flight characteristics at high angles of attack

The effects of spanwise blowing on two configurations representative of current fighter airplanes were investigated. The two configurations differed only in wing planform, with one incorporating a trapezoidal wing and the other a 60 delta wing. Emphasis was on determining the lateral-directional characteristics, particularly in the stall/departure angle-of-attack range; however, the effects of spanwise blowing on the longitudinal aerodynamics were also determined. The-tunnel tests included measurement of static force and forced-oscillation aerodynamic data, visualization of the airflow changes created by the spanwise blowing, and free-flight model tests. The effects of blowing rate, chordwise location of the blowing ports, asymmetric blowing, and blowing on the conventional aerodynamic control characteristics were investigated. In the angle-of-attack regions in which the spanwise blowing substantially improved the wing upper-surface flow field (i.e., provided reattachment of the flow aft of the leading-edge vortex), improvements in both static and dynamic lateral-directional stability were observed. Blowing effects on stability could be proverse or adverse depending on blowing rate, blowing port loaction, and wing planform. Free-flight model tests of the trapezoidal wing confirmed the beneficial effects of spanwise blowing measured in the static and dynamic force tests

Effects of wing-leading-edge modifications on a full-scale, low-wing general aviation airplane: Wind-tunnel investigation of high-angle-of-attack aerodynamic characteristics

Wing-leading-edge modifications included leading-edge droop and slat configurations having full-span, partial-span, or segmented arrangements. Other devices included wing-chord extensions, fences, and leading-edge stall strips. Good correlation was apparent between the results of wind-tunnel data and the results of flight tests, on the basis of autorotational stability criterion, for a wide range of wing-leading-edge modifications

A Summary of the Experimental Results for a Generic Tractor-Trailer in the Ames Research Center 7- by 10-Foot and 12-Foot Wind Tunnels

Experimental measurements of a generic tractor-trailer were obtained in two wind tunnels at Ames Research Center. After a preliminary study at atmospheric conditions in the 7- by 10-Foot Wind Tunnel, additional testing was conducted at Reynolds numbers corresponding to full-scale highway speeds in the 12-Foot Pressure Wind Tunnel. To facilitate computational modeling, the 1:8-scale geometry, designated the Generic Conventional Model, included a simplified underbody and omitted many small-scale details. The measurements included overall and component forces and moments, static and dynamic surface pressures, and three-component particle image velocimetry. This summary report highlights the effects of numerous drag reduction concepts and provides details of the model installation in both wind tunnels. To provide a basis for comparison, the wind-averaged drag coefficient was tabulated for all configurations tested. Relative to the baseline configuration representative of a modern class-8 tractor-trailer, the most effective concepts were the trailer base flaps and trailer belly box providing a drag-coefficient reduction of 0.0855 and 0.0494, respectively. Trailer side skirts were less effective yielding a drag reduction of 0.0260. The database of this experimental effort is publicly available for further analysis

Spinal cord stimulation in the treatment of refractory angina: systematic review and meta-analysis of randomised controlled trials

<p>Abstract</p> <p>Background</p> <p>The aim of this paper was undertake a systematic review and meta-analysis of the use of spinal cord stimulation (SCS) in the management of refractory angina.</p> <p>Methods</p> <p>We searched a number of electronic databases including Medline, Embase and Cochrane Library up to February 2008 to identify randomised controlled trials (RCTs) reporting exercise capacity, ischemic burden, functional class, quality of life, usage of anti-anginal medication, costs and adverse events including mortality. Results were reported both descriptively for each study and using random effects meta-analysis. Given the variety in outcomes reported, some outcome results were pooled as standardised mean differences (SMD) and reported in standard deviation units.</p> <p>Results</p> <p>Seven RCTs were identified in a total of 270 refractory angina patients. The outcomes of SCS were found to be similar when directly compared to coronary artery bypass grafting (CABG) and percutaneous myocardial laser revascularisation (PMR). Compared to a 'no stimulation' control, there was some evidence of improvement in all outcomes following SCS implantation with significant gains observed in pooled exercise capacity (SMD: 0.76, 0.07 to 1.46, <it>p </it>= 0.03) and health-related quality of life (SMD: 0.83, 95% CI: 0.32 to 1.34, <it>p </it>= 0.001). Trials were small and were judged to range considerably in their quality. The healthcare costs of SCS appeared to be lower than CABG at 2-years follow up.</p> <p>Conclusion</p> <p>SCS appears to be an effective and safe treatment option in the management of refractory angina patients and of similar efficacy and safety to PMR, a potential alternative treatment. Further high quality RCT and cost effectiveness evidence is needed before SCS can be accepted as a routine treatment for refractory angina.</p

Autosomal recessive cerebellar ataxias

Autosomal recessive cerebellar ataxias (ARCA) are a heterogeneous group of rare neurological disorders involving both central and peripheral nervous system, and in some case other systems and organs, and characterized by degeneration or abnormal development of cerebellum and spinal cord, autosomal recessive inheritance and, in most cases, early onset occurring before the age of 20 years. This group encompasses a large number of rare diseases, the most frequent in Caucasian population being Friedreich ataxia (estimated prevalence 2–4/100,000), ataxia-telangiectasia (1–2.5/100,000) and early onset cerebellar ataxia with retained tendon reflexes (1/100,000). Other forms ARCA are much less common. Based on clinicogenetic criteria, five main types ARCA can be distinguished: congenital ataxias (developmental disorder), ataxias associated with metabolic disorders, ataxias with a DNA repair defect, degenerative ataxias, and ataxia associated with other features. These diseases are due to mutations in specific genes, some of which have been identified, such as frataxin in Friedreich ataxia, α-tocopherol transfer protein in ataxia with vitamin E deficiency (AVED), aprataxin in ataxia with oculomotor apraxia (AOA1), and senataxin in ataxia with oculomotor apraxia (AOA2). Clinical diagnosis is confirmed by ancillary tests such as neuroimaging (magnetic resonance imaging, scanning), electrophysiological examination, and mutation analysis when the causative gene is identified. Correct clinical and genetic diagnosis is important for appropriate genetic counseling and prognosis and, in some instances, pharmacological treatment. Due to autosomal recessive inheritance, previous familial history of affected individuals is unlikely. For most ARCA there is no specific drug treatment except for coenzyme Q10 deficiency and abetalipoproteinemia